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SUPPLEMENT TO "THE AUTOMOTOK AND HOKctKLESS VEHICLE JOUBNAL," OCTOBER 15, 1W.]
/
THE AUIUMOTOR
A.TSTD »»♦ *
HORSELESS VEHICLE JOURNAL:
%n Illustrated Iftoutljln Journal.
VOL. I.
FftOM OCTOBER, 1896, TO SEPTEMBER, 1897.
. /
' Pontoon:
PUBLISHING AND ADVERTISEMENT OFFICES, G2, ST. MARTIN'S LANE,
I CHARING CROSS, W.C.
I
I 1*07.
' • 11 '.1 .
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PWBUCUBIARY
122533
**TOn, UNOX AND
TWM MUMATtONS.
HAKKISON AND SONS,
PRINTERS IN ORDINARY TO 1IEK MAJESTY,
ST. MARTIN'S LANE, LONDON, W.C.
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•*•* *.
INDEX TO VOL. I.
oMtf>
Abel's flash-test apparatus, 157.
Aberdeen Motor-Car and Cyale Co., 59.
„ „ Deputation, 181.
„ Town Council and motor-cars, 22.
Absurd canard, An, 507.
Accidents, Motor-car, 201, 306, 606.
Accumulator, The Blot, 164.
Acetylene. (See " Calcium carbide.")
Ackermann's steering gear, 278.
Acts of Parliament, 8, 14.
Adam, C. Patent switch, 81.
Agriculture and motor- vehicles, 18, 39, 58,
107, 148, 496.
Air as a motive power. By Rhys Jenkins,
M.I.M.E., 213.
Air-compressing machinery, 217-220.
Air motor connections, 222.
Air motors, 142, 213, 326, 335, 450, 602, 526.
Alcolite metal, 283.
Allen, A. J., 129, 204, 429.
America ahead of England in road traction,
23.
American contests, 18, 75.
„ Motor League, The, 200.
„ notes, 21, 23, 40, 178, 200, 286,
326, 363, 412, 450, 469, 473, 497, 503.
American Patent Law, 326.
Anglo-French Motor-Carriage Co., 121, 229,
418,
Answers to correspondents, 74, 108, 152, 190,
227, 268, 316, 364, 414, 460, 504.
Arnold's motor-vehicles (Benz system), 41,
239, 356, 429.
Arrangement of cams, Ac., for high-pressure
air cylinder, 218.
Arrol, Sir William. Oil-motor, 139.
Artemeff oil-burner, 403.
Aspinall, J. A.. M.I.C.E., on petroleum as
fuel, 378.
Atkinson and Philipson and motor-vehicles,
148.
Aubry, J. H., 450.
Audouin furnace, 402.
Austin, H. Driving gear (Patent), 207.
Australia and motor-cars, 130.
Australian Cycle and Motor Co. (Ld.), 232.
Autocars (D. Farman), 11, 127.
Automobile Club of France, The, 102, 111,
189, 282, 320. 876, 451, 452.
Automobile Club of Great Britain, The, 451,
+61. 472, 514.
Automotive vehicles, 123.
" Automotor " as a title, 167.
Automotor contests in 1897, 111.
Automotor industry and how to foster It, The,
415.
Automotors in a.d. 2000, 503.
Awards of merit, 107.
Axles and axle-boxes, Hildyard (Patent), 289.
Aydon and Selwyn oil-burner, 404.
Baker, H. C. Driving gear (Patent), 526.
Ball bearings, 328.
Banki, D., and T. Csonka. Ignition apparatus
(Patent), 476.
Barr, Andrew W., 79.
Barrow, H. S. Road vehicles (Patent), 206.
Bath-chair, Electric, 151.
Bazin roller-boat, 325, 868, 419.
Beaumont, Worbv, M.I.C.E., Ac, on
mechanical road carriages, 87, 196, 250.
Bedell, F. The principles of the transformer,
51-
Bellemey, R. T. and C. Wheels (Patent),
478.
Bells and lamps, 9.
Benkslon oil-burner, 405.
Bennett, T. J. Gas, oil, and spirit engines
(Patent), 384.
Benzine, 517.
Benzine motor-cycle, 174.
Benz motor-carriage, 41, 312, 325, 856.
Berseneff oil-burner, 404.
Bersey electric carriage, 78. „ ..
Bickford, J. S. V., on the lessons of The
Engineer competition,
378.
„ „ on petroleum • burners,
451.
Bidle pan furnace, 401.
Blackburn tramways, 21.
Blackpool and Fleetwood Tramway Co., 374.
Blackpool Motor-Car Co. (Ld.), 471.
Blant motor-vehicles, Le, 455, 456.
Bloomer and Korebut-Dachkeveich oil-
burner, 403.
Blot accumulator, 164, 470.
Bollee motette, 356.
Bonner, S. A. The law of motor-cars, Ac,
425.
Bradford Teohnical College, 151.
Brakes (Patent), 26.
Brambel rotary engine, The, 211.
Brampton Brothers (Ld.), 374.
Brandt oil-burnor, 403, 408.
Bretts (Ld.), 281.
Brewers' motor-vans, 11.
Bridges, dangerous, 8.
BrigKS, F. H. Gas and oil motors (Patent),
336.
Brighton Motor Exhibition, 225.
Brighton race, 10, 66.
Bristol engineers and motor-carriages, 49.
Britannia electric-carriages, 56, 65.
„ oil-motor, 77.
British Association, 20, 25.
British industries and foreign competition,
515.
British Motor-Carriage and Cycle Co., 7.
„ motor-cars in France, 462.
British Motor Syndicate, 100, 106, 108, 122,
130, 153, 166, 191, 193, 202, 203, 227, 279,
310, 317, 362, 377, 463, 472, 515.
British Motor Syndicate v. Hon. C. S. Rolls,
191, 202, 203.
British Motor Syndicate v. Roots and
Vonables, 227, 310, 317, 377.
British Zenith Adjustable Cycle Co. (Ld.),
281.
Brown Brothers (Ld.), 374.
Brown. J. Wheels (Patent), 526.
Bruford, G. J., on automotors, 277.
Brun, A. E. Le. Gas, Ac, motors (Patent),
475.
Brussels Exhibition, 202.
Burners. See " Oil-burners."
Bushbury electric dog-cart, 349.
Bye-laws of counties, 9.
Cabby's farewell to his steed, -496.
Cabmen on motors, 517.
Calcium carbide, 76, 269, 451.
Calculus. for engineers, 518.
Canal sutomobilism, 115, 139, 301, 381, 474,
475.
Capel and Clarkson. Self-propelled vehicles
(Patent), 382.
Capital of cyole companies, 59.
Carburetter (Patent), 528.
Cardiff and motor-cars, 229.
Carless, Capel, and Leonard, on petroleum
i regulations, 129.
i Carriage building. By Robert Shinnie, 140.
Carriages without horses shall go. By A. R.
I Sennett, 127.
i Carse, J. B. Motor-driven vehicles (Patent) ,
434.
Carse, J. B. Water cooling jacket (Patent),
834.
Carter, J. Explosion engines (Patent), 438.
Cattier'e Magazine, 518.
Catalogues reviewed— Alter and Maclellan,
472; Chas. Burrell and Co., 519; Clayton
Air-Compressing Co., 520; Worthington
Pump Co., 619.
Central Engineering Works (Ld.), 416.
Champion Weldless Tubes (Ld.), 281.
Change and differential gear, 398.
Charles r. Arnold. Motor-car accident, 201.
Chasseloup-Laubat, Count de (Patent), 436.
China, The motor-car in, 509.
Chippournoff oil-burner, 403.
Church's steam carriage and boiler, 254.
Clark, E. E. Re British Motor Syndicate,
516.
Clements' speed indicator, 270.
Clerk, Dugald. • The gas and oil-engine,
11.
Cleveland Institute of Engineers. Paper by
W. Worby Beaumont, M.I.C.E., 250.
Climax Weldless Tubes (Ld.), 281.
Clubbe, E. J., and Soulhey, A. W. Patents,
26, 285, 288, 436.
Clyde Cycle and Motor-Car Co. (Ld.), 873.
Coachbuilder on the future of automotors,
140.
Co unbuilding. By J. Philipson (Review).
236.
Coachmakers and motor-carriages, 148.
Coffin, Hayden, Mr., a victim of the British
Motor Syndicate, 279.
Companies, 6, 59, 100, 120, 167, 198, 230, 279,
327, 373, 424, 434, 470, 513.
Company Registration .Syndicate (Ld.), 101.
Coiu|>ensutioii for Injuries Act, 461.
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IV
INDEX.
Coin petitions (see also '"Races"), 102, 111,
118, 128, 189, 202, 227, 262, 282, 283, 306,
343, 360, 3^5, 371, 377, 417, 443, 452, 462,
466, 509.
Component pafts, 4WT.
Compressed air as a tnotive power. By Rhys
Jenkins, M.I.M.K., 213.
Coinpres<edair motors, 142, 213, 326, 335,
150, 502, 526.
Compressing machinery, air, 217-220
Condensation of water, 449.
Condenser (Patent). 526.
Connolly, J. \V. and T., and Co.'s tyre, 77.
Continental Notes, 27, 73, 102, 126, 158, 188,
189, 202, 224, 278, 282, 283, 321, 375, 416,
422, 443, 451, 452, 462, 464, 466, 471, 473,
500, 509, 520, 521, 522, 523.
Cooling device, 476.
Cornell's oil-carriage, 350, 429.
Correspondence, 10, 49, 128, 167, 203, 238,
281. 324, 377, 429, 472, 515.
Coulthard and Co.'s motor-vehicles, 275.
Coupe Co.'s patent wheel, 116.
Crastin's motor-qiiadricyele, 94,
Crewe automotor trials, 360.
Crucible furnace for oil fuel, 410.
Crystal Palace awards of merit, 107.
Cup furnace, 401.
Curve of air compression, 216.
Cycle Componenis Manufacturing Co. (Ld.)
r. Standard Weldless Tube Components
(Ld.), 271.
Dagnall oil-motor, 367.
Daily Mail articles, 8, 76. i
Daimler Motor Co., 101, 230, 239, 433. 4K9- i
495, 496.
Daimler Motors, 12, 57, 61, 05, 66, 123, 182,
260, 308, 433, 489-495.
Daimler Motor .Syndicate, 100.
Dale, J. O. Explosion motors (Patent), 383.
D'Allest oil-burner, 46Hi.
Dunce's steam-boiler, 252.
Dangerous bridges, 8.
Dare, T. N. Motor-driven road vehicles
(Patent), 241.
Darracq electric car, 233.
Day, J. Gas and oil-engines (Pa'ent), 525.
Decimal system in engineering measure-
ment, The, 474.
Do Dietrich motor-lorry, 509.
De Dion and G. Bouton. Explosion motors
(Patent), 286, 329. 333.
,, and Bouton boiler, 258.
„ „ motor, 65, 286, 512, 522.
„ „ steam-oir.nibus, 511.
,, „ steam-tractor, 511.
„ Count, 448.
Defiance Cycle and Motor-Car Co., 122.
Designs for motor-vehicles, 128, 219, 320,
308, 429.
Diamond Cycle Components arid Engineering
Co. (Ld.), 281.
Dieken, R. C. J. and G. Steam-engines
(Patent), 382.
Differential and change gear, 398.
Doings of public companies. (See " Coin-
panics.")
Dorking Urban Council, 13.
Dorset! and Blythe furnace, 402.
Dowsing, H. J., 281, 286, 383, 388.
„ ,, Driving gear for motor-car-
riages (Patent), 280.
Drake motor, 107.
Driving gear, 207, 280, 329, 330, 334, 380,
520.
Dundee oil-burner, 407.
Dunlop Pneumatic Tvre Co., 7, 19, 308, 371,
458.
Dunlop r. Maccabe, 270.
Dunn. W. G. (Patent). 26.
Dunsmore, M. C. Gas and oil-engines
(Patent), 435.
Dm-yea, J. F. Driving gear (Patent), 334.
„ motor-carriage, 40, 126.
Dust-collecting motor-ears, 192, 508.
Duties payable, 8, 10, 117.
Early motor-car, An. By J. H. Knight, 276.
Edinburgh coach makers and motor-cars, 117.
Efficiency of steam-engines, 308.
Electrical Power Storage Co. (Ld.), 424.
Electrical Sevi>w, 412, 524.
Electric hansoms, 246.
Electricity, Cheap, for automotors, 186.
„ steam, and oil as motive powers, 4.
Electric omnibuses. 12, 24, 249, 503.
„ Motor Power Co.'s vehicles, 12, 357,
358, 359, 360.
motors, 274, 289, 299, 300, 383, 394,
399, 400, 436.
„ 'rudder motor, 274, 400.
„ street-cleaning car, 126.
„ traction, for canals, 301.
„ „ French, 520.
„ „ in Spain, 515.
„ trailer wheel, 399.
„ tramways communication, 180.
,, „ on heavy gradients, 126.
vehicles, 12, 24, 56, 65, 78, 131, 151,
222, 228, 233, 237, 247, 249, 314,
349, 357, 372, 396, 397, 473, 483,
497, 498, 490,«521.
Elieson, C. P. Driving mechanism (Patent),
386.
Elieson's electric motor-car, 314.
Emancipation Day, 66.
Engineer competition, 111, 118, 262, 307,
343, 365, 377, 412, 429.
Engineering and automotors, 55, 112.
Engineers and the eight-hours' day, The, 420.
English Serpollet Motor Syndicate, 122.
Epstein Electric Accumulator Co. (Ld.), 513.
„ L. (Patent), 131.
Ernest Scott and Mountain (Ld.), 232.
Esson Motor (Ld.), The, 280.
Evans r. Hart, 271.
Exhibitions, 48, 56, 59, 76, 125, 126, 158,
160, 180, 202. 212, 221, 225, 228, 248, 280,
284, 307, 371, 419, 430, 472, 496.
Facile petroleum oil-engine, 156.
Farman, D., 11, 127.
Finance, Motor, 100.
Firo-engines, Motor, 21, 50, 63, 235, 262, 366,
422.
First legal run of automotors in England, 36.
Flash-test apparatus, Abel's, 157.
Fletcher, Lavington E., Death of, 430.
W., 155.
Fleuss tubeless pneumatic tyre, 185.
Fly wheels, 528.
Forestier, M., 452.
Foucher-Delachanal motor-carriage, The, 203.
Kramcs, 162.
French coutests, 10, 27, 35, 73, 188, 189.
Friction clutch, 260.
Gamage c. Marshall, 271.
Gas and oil-engine. The (Dugald Clerk), 11.
Gascoine, E. Water-cooling jacket (Patent),
330.
Gasinot'jrs, 376, 388.
Gas traction on tramwayB, 224.
Gautier, C, and X. Wchrlc. Wheels
(Patent), 207.
Gearing for motor-vehicles, 77, 477, 478.
Geisenhof, J. Motor-van (Patent), 833.
Glew, J. H. (Patent), 26, 266.
Gospel motor-car, A, 185.
Great Horseless Carriage Co., 8, 101, 203,
204, 239. 424.
Grover, F., A.M.T.C E., on motor-cars. 312.
Guedon and Gautier. Manuel Pratique du
Conducteur d'Automobiles (Review), 370.
Gurney's steam-carriage and boiler, 252.
Haddan, R. The Inventor's Adviser, 51.
Hancock's steam-carriage and boiler, 251.
Hanman's Cycle and Needle Co. (Ld.), 280.
Hastings and St. Leonard's Engineering,
Cycle, and Motor Car Co., 122, 280.
Hearl and Tonks (Ld.) (1897), 280. .
Heavy vehicle trials, French, 189, 452, 609,
610. 512, 522, 623.
Hele-Shaw, Prof. H. S., on pneumatic tyres,
114, 167.
Henderson, Alexander, 179.
Hering, P. Carburetter (Patent), 528.
Heys, W. G. Oil and Gas Motors (Patent),
206.
Hildyard, R. J. L. Axles (Patent), 289.
Hill's steam-coach, 253.
Holden, H. C. L. Internal combustion
engines (Patent), 332.
Holden's liquid-fuel burner, 379, 406.
Holroyd-Suiith's benzoline motor-phaeton,
355.
Holt, H. P. Driving gear (Patent), 329 ;
condenser, 626.
Holt's steam -carriage, 96.
Hooleyand Rucker, Reid v., 362.
Hopkinaon, J. E. Tyres (Patent), 478.
„ J., jun. The transmission of
power, 620.
Hornsby-Ackroyd oil-engine, 16.
Horseless Carriages. By J. E. Tuke (Review),
273.
Horseless carriages. Early history, 1.
„ „ Their past, present, and
future. By Shrannell
Smith, 99.
„ road locomotion (A. R. Sennett),
11.
Horse, Some estimates of the, 506.
„ Some disadvantages of the, 3(7, 372.
„ statistics, 501.
Hot-air tramway motor, 142.
Dumber v. British Motor Syndicate, 106.
Hunter, J. W. Explosion motor (Patent),
477.
Hydraulic tyre-setting, 314.
Ibbett, J. Explosion motors (Patent), 478.
I.E.8. Accumulator Co. (Ld.), 238, 420, 472.
Igniting apparatus. D. Banki and J. Csonka
(Patent), 476.
Igniting arrangement. W. D. and S. Priest-
man (Patent), 332.
Imperial Institute. Yachting and Fisheries
Exhibition, 419.
Imperial Victorian Exhibition, Crystal
Palace (1897), 284.
Indian motor-car, An, 229.
Indiarubber, 313, 356.
Indicator diagram of air motor, 220.
Inland navigation, Value and scope of, 381,
474, 476.
Inlet valve of low-pressure air cylinder, 218.
Institute of British Carriage Manufacturers,
El, 512.
Institution of Civil Engineers —
Decimal system in engineering measure-
ment, 474.
Petroleum as steam-engine fuel, 878.
Roller bearings, 379.
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INDEX.
Institution of Civil Engineers —
Transmission of power, 520.
Value and scope of inland navigation,
381, 474, 475.
Institution of Naval Architects — Compound
steam turbine applied to marine propulsion
380.
Insurance of motor-cars, 48.
International Motor-Car Co., 235, 325.
Interview with A. G. New and E. Mann, 426.
Inventions. See " Patents."
Inventor's adviser. By R. Haddan, 51.
Irish Motor-C»r and Cycle Co. (Ld.), The,
235, 327, 424, 470, 506, 514, 521.
Irish regulations, 10.
Isle of Man and motor-cars, 148.
Ivel ball bearings, 328.
Ixion Tyre, 458, 470.
James Cycle Co. (Ld.), 874.
James's steam-carriage, 253.
Jenkins, Khys, 127, 213.
Johnston, J. Gas and petroleum engines
(Patent), 884.
Kane-Pennington oil- motor, 135.
Karapetoff oil-burner, 403.
Kauffmann oil-burner, 403.
Kelham Rolling Mills Co., 376, 377.
Kesterton, E. R. (Patent), 26.
Knight, J. H. Notes on motor-carriages, 51,
267, 276 ; an offer of lantern slides, 204.
Knight, W. H. Motor mechanism (Patent),
526.
Koosen v. Rose, 74, 236.
Eorting oil-burner, 403, 404, 406.
Krieger electric road carriaje, The, 237.
Labitte, E. Steam boiler (Patent), 388.
Lamps and bells, 9.
Lancashire Steam Motor Co., 361, 419.
Lanchester and others v. Richter and Another,
362.
Lanchester, F. W. Gas and oil motors
(Patent), 287 ; gearing (Patent), 478.
Lantern slides, An offer of, 204.
Ltsnier, M„ on French electric traction, 520.
Law of motor-cars, hackney, and other
carriages, 425.
Law of Press criticism, 459.
„ of the motor-car, and regulations of the
Board of Trade. By Grimwood
Mears, 127.
„ relating to motor-cars. By Lewis and
Porter, 323.
„ reports, 74, 106, 201, 236, 270, 362, 458,
501.
Lawson, H. J. (Patents), 289, 331.
Leather-Shod Wheel Co. (Ld.), 195, 373.
Leeds Association of Engineers, 813.
„ Motor and Cycle Show, 212.
L!Electrique (Belgium) electric-carriage, 521.
Lent oil burner, 402, 406.
Lepape, H. Power mechanism (Patent), 477.
Levassor, M., Death of, 309.
Level crossings and railway companies, 23.
Lewis, H. L., and Porter, W. H. The law
relating to motor-cars, 323.
Libby, H. W. (Patent), 131.
Lightning express, The, 325.
Light railways, 14, 36, 42, 48, 140.
„ v. heavy oils as explosives, 168.
Liquid fuel. By R. Wallis, Wh. Sc., 401.
„ Fuel Engineering Co.'s steam van,
344.
Lister, F. Driving gear (Patent;), 330.
Literature on automotors, 11, 51, 127, 155,
236, 273, 323, 370, 425.
Liverpool ' and Manchester, Mechanical
haulage between, 192, 323.
Liverpool Engineering Society, 180.
„ police and automotors, 166.
Local Government Board powers, 10.
„ „ „ regulations, 37.
Locomotive carriages. E. J. Clubbe and
A. W. Southey (Patent), 285.
Locomotives on Highways Act (1896), 8. '
London County Couneil and motors, 42. .
„ Eleotncal Cab Co., 59, 82, 101, 103, |
232, 238, 280, 483-488, 507, 517.
„ Electric Omnibus Co., 6, 24, 1 15, 157, ,
231,271.
,. Motor-Car Works Co. (Ld.), 238,
430.
„ Motor Van and Wagon Co. (Ld), j
195, 238.
Longuemare petroleum burner, 237, 257.
Lord Mayor's Show and motor-cars, 57.
Lorrain, J. G., 168, 204.
Mocdona, dimming. Correspondence, 21,49.
Macdonald, J. M. Compressed-air engine >
(Patent), 335.
Maceroni and Squire's steam-coach and boiler, '
253.
Magee, J. Oil-motors (Patent), 528.
„ r. Tangyes (Ld.), 74.
Magrath, J. R. The rule of the road, 515. I
Manchester Association of Engineers. Pancr i
by W. Worby Beaumont, M.T.C.E., 250!
Manchester Steam-Users' Association, 419.
„ The supply of petroleum to, 450.
Mann, E., interview with, 426.
„ J. H., on automotors, 313.
Manuel pratique du conductcur d'auto-
mobiles, 370.
Maples and motors, 129.
Marchant, T. B. Road locomotives (Patent),
385.
Marine motors, 305, 311, 325, 380, 419, 431, i
459, 463.
Marseilles to Nice race, 188. I
Marshall, W., bankruptcy, 501.
Marten, E. D., M.I.C.E., on inland naviga-
tion, 475.
Master patents, 108, 238, 802, 310, 317, 377.
Maxim Motor Co. (Ld.), 183, 205.
May, Phil, drawing by, 113.
„ Gutter snipes, by, 127.
McGarel-Hogg, Hon. A. and J. T. Murray.
Design for electrical omnibus, 249.
McKim, J. L., 149.
Mears, Grimwood, 127.
Measurement, decimal system, 474.
Mechanical haulage betweeu Liverpool and
Manchester, 192, 823.
Mechanical haulage on common roads. By
W. Worby Beaumont, M.I.C.E., &u., 196.
Mechanical propulsion of tramway cars. By
Prof. W. H. Watkinson, 100, 138.
Mechanical traction of road carriages. By
J. W. Thomson, 178.
Mekarski reducing valve, 220.
Merryweathcr, J. C. and Jakemun, C. J. W.
Motor road-cars (Patent), 476.
Midland Cvcle and Motor-Car Exhibition,
59, 280. '
Modern cycles : their construction and repair.
By A. J. Wallis-Tayler, 236.
Moore, C. Harrington, 128, 281.
Morgan's Chains and Pedals (Ld.), 28 1.
Morris and Salom's electric carriuge, 197, 498,
499.
Mors motor-car, 272.
Motor and Cvcle Co. of Ireland (Ld.), 235,
327, 424, 470, 500, 514, 521 .
Motor-car and religion, The, 185, 239.
Motor-Car Club. 10, 22, 36, 111, 128, 239,
284, 305.
„ car in China, 509.
„ ' carriages : the vehicles of the future.
By " Vagabond," 51.
„ cars. By F. Grover, Assoc. M.I.C.E.,
312.
„ eirs for common roads. By WaUis-
Tayler, C.K., 324.
., curs o. light railways, 48.
,, cycle ami component parts official
intelligence, 518.
„ cycle race (Criterium des moto-cycles),
283.
„ cycles, 175, 331.
„ Development Corporation, 122.
„ finance, 100.
,, mills, Coventry, The, 275.
„ run to Liverpool. 125.
„ traffic. By Sir David Salomons, 29 1.
„ tricycles, 180.
vehicles. By Major Flood Page, 123.
„ „ for roads. By W. Worby
Bcauuio:t, M.I.C.E., 250.
,, „ for Sevenoaks, 16S.
„ wagon communication between Man-
chester and Liverpool, 130, 323.
„ wagon scientifically considered. By
G. F. Thompson, 160.
„ water-carts, 142.
Munich Motor Exhibition, 221.
Municipal trip, A, 318.
National Cycle and Motor-Car Insurance
Co., 4S.
National Cyclo Show, 125.
National Motor-Carriage Syndicate (Ld.),
471.
Neale car, The, 228.
Neville's marine oil-motor, 305.
New, A. G., and Mayne, A. J. Electrical pro-
pulsion (Pateut), 289.
„ „ Interview with, 426.
New and Mavne, 8, 75, 222, 274, 289, 391-
400, 426.
New and Mayne's differential and chain gear,
398.
„ „ direct coupled engine and
dynamo, 394, 3'.»5.
„ „ electric char-a-banc, 390,
397.
„ „ electric trailer wheel, 399.
„ „ two-cylinder vertical oil-
engine, 392, 393.
Now Beeston Cycle Co., 120, 204, 271.
„ Brotherton Tube Co. (Ld.), 470.
Newcastle motor-car, 459.
New companies 59, 121, 167, 195, 232, 280,
281, 827, 375, 424, 471, 518.
„ Credenda Tube Co. (Ld.), 281.
„ Fowler- Lancaster (Ld.), 281.
„ General Traction Co. (Ld.), 470.
„ inventions. Hee Patents.
„ MacGregor Cycle and Engineering Co.
(Ld.),37i.
Norris, W. Otto cycle gas-engine, 11.
Northampton to London on a motor-car, 433.
North-East Coast Institution of Engineers
and Shipbuilders — Liquid Fuel. By R.
Wallis, Wh. Sc., 401.
Notes of the month, 19, GO, 103, 143, 183,
•.'.33, 262, 300, 308, Ml, 40S, 503.
Notes on motor-carriages. By J. II. Knight
51.
Nottingham Motor-Car Show, IS.
Oil-burners, 237, 257. 3 10, 101- HI, 151.
dynamo, 394, 3:15.
fuel forsje, 410.
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Google
VI
INDEX.
Oil-leakage, Prevention of, 318.
„ motors aud vehicles, 12, 15, 41, 42, 52,
53, 57, 64, 65, 66, 74, 77, 91, 92, 93,
95, 117, 135, 139, 140, 156, 176, 182,
186, 187, 103, 222, 225, 260, 272, 275,
286, 287, 298, 305, 308, 325, 329, 332,
.333, 336, 338, 350, 355, 356, 367, 384,
391, 392, 393, 434, 436, 438, 476, 477,
478, 489-495, 525, 528.
„ steam, and electricity as motive-powers, 4.
Olympia Motor-Car Exhibition, 180.
Omnibuses, electric, 12, 13, 24.
„ for Paris, 101, 454, 455, 511.
Operative date of Act (1896), 9.
Otto cycle gas-engine. W. Norris, 11.
Our horse population, 107.
Ourselves, 16, 505.
Page, Major Flood, on motor-vehicles, 123.
Paget, A. Ply-wheels (Patent), 528.
Palmer's Shipbuilding Co., 13.
Panhard and Levassor's friction clutch, 260.
„ „ Levassor motors, 64, 260.
Paris-Dieppe race, 443.
„ Mantes race, 443.
„ Marseilles race, 27.
„ Trouville race, 473.
Park phaeton motor, A, 320.
Parliamentary doings, 8, 14.
Parsons, Hon. O, on steam turbines, 380.
Patent law, The, 303, 326.
Patents applied for, 26, 80, 131, 171, 205,
240, 285, 328, 381, 434, 474, 524.
„ granted, 26, 81, 131, 206, 241, 285,
829, 382, 434, 474, 524.
" Peerless " metal, 282.
„ Metal and Martino (I'd.), 373.
Penalties, 9.
Pennington, E. T., 275, 327.
Penny parcel delivery by motor-vehicles, 155.
Perfecta Seamless Tube Co. (Ld.), 378.
Petroleum and motor-cars, 499.
„ as fuel, 328, 378.
„ carriage, 39.
„ regulations, 9, 39, 129.
„ storage, 9.
„ use of, in prime movers, 318.
Petter, Hill, and Boll's oil-motor carriage, 92,
93.
Petter, Hill, and Boll's oil-motor cylinder
and valve, 92.
Peugeot motor, 116, 159, 170, 267, 284, 464.
Philipson and Towards' steam carriage, 223,
368.
Philipson, J. Coachbuilding (Review), 236.
Phosphor Bronze Co. (Ld.), 468.
Pneumatic Tube Machine Co. (Ld.) Brain-
ard's Patent, 281.
„ Tyre Co. o. East London Rubber
Co., 106.
„ „ „ Ixion Pneumatic
Tyre Co., 458.
„ „ „ Marwood and Cross,
201.
„ tyres fifty years ago, 13.
„ „ for motor-carriages. By
Prof. H. S. HeleShaw,
114, 167.
„ „ for motor-carriages. By
Sir David Salomons, 296.
Poems, 433, 496.
Police and motor-cars, The, 166, 319, 363, 458,
501.
Pope Manufacturing Co.'s motor-vehicles,
372.
Tost Office and motor-cars, 472.
„ anomalies, 465, 524.
Power locomotion on the highway. By
Rhys Jenkins, 127.
Power required for self -propulsion, 162.
Prejudices against motof-cars, 50.
Press on motor-cars, The, 494, 507.
Preesspahn, 422.
Pressure in gas and oil engines, 516.
Priestman, W. D. and S. Igniting arrange-
ment (Patent), 332.
Principles of the Transformer. By F.
Bedell, 51.
Prizes for motor-car designs, 52.
Proceedings of societies, 378, 879, 880, 381,
401, 474, 520.
Proposed motor-carriage and tramway com-
bination, 125.
Public Companies. See " Companies."
Quadricycle, Crastin's, 94.
Races (see also " Competitions "), 10, 18, 27,
35, 75, 111, 188, 283, 363, 443, 473.
Railways, Light, 14.
Ramsay's horse, carriage, and autocar reposi-
tory, 59.
Randolph's steam-carriage (Henderson), 180.
Recent developments in mechanical rood-
carriages, 87.
Redmond, L. Patent tyre, 26.
Regulations for motor-cars, 8, 14, 37, 54, 107,
129.
Regulations for Scotland, 107.
Reid v. Hooley and Rucker, 362.
Resistance of vehicles on common roads, 412.
Reviews of books, 11, 61, 127, 155, 236, 273,
333, 370, 425, 518.
Rhodes, C. E. Parker, 430.
Richardson furnace, 402.
Rickett's steam -carriage, 255.
Riker electric car, 363.
Rims, tyre, 376.
Ringelmann, M. Rotary engine (Patent),
625.
Road traction in populous districts, 154.
„ vehicle (Patent), 206.
Roller bearings. By W. B. Marshall,
M.I.C.E., 379.
Rolls, Hon. C. S., 171, 324, 356, 360.
Roots and Venables' oil motor- vehicles, 41,
91, 225, 350, 351, 352, 353, 354.
Roots and Venables r. British Motor Syndi-
cate, 227, 310, 317, 377.
Roots' Oil-Motor and Motor-Car (Ld.), 434.
Rose, G. Road vehicles, steam generator
(Patent), 287.
Rossel, Ed. Motor-carriage, 12.
Rotary motors, 211, 335, 525.
Rowbotham, W., 168, 204, 436.
Roynl Agricultural Society's competition, 18,
360, 371, 417, 473.
Royal Aquarium Motor-Car Exhibition, 228,
307.
Royalty and automolors, 142.
Rucker, Reid ». Hooley and, 362.
Rudder-motor. New and Mayne's, 400.
Rule of the road, The, 515.
Rusden and Eele*' oil-burner, 408, 410.
St. Helen's Tube and Metal Co. (Ld.), 281.
Salisbury oil-burner, 406.
Salomon's, Sir David, Bart., 17, 43, 50, 117,
128, 295.
Saner, J. A., M.I.C.E., 6n inland navigation.
474.
Sankey, H. R., M.T.C.E., on decimal system
of measurement, 474.
Scotch regulations, 10.
Scotte motor-car system, 454, 522.
Self-Propelled Traffic Association (Liverpool),
22, 43, 55, 114, 129, 139, 160, 192, 196,
213, 276, 322, 371, 417, 467, 522, 523.
Self-Propelled Traffic Association (London),
48, 79, 117, 417.
Self-propelling vehicles. By Or. P. Thomp-
son, 100.
Sennett, A. R., 11, 25, 127, 167, 168.
Serpollet motor, 65, 122, 146, 257, 523.
Shaw and Linton furnace, 402.
Sheffield Society of Engineers, 277.
Shows. (See " Exhibitions.")
Silent tyre patent, The, 202.
Simms, F. R. Surface cooling device (Patent),
476.
Sitting on the fence, 505.
Smith, E. Shrapnell, on horseless carriages,
4c, 99, 129, 141, 276.
Smith, M. H. (Patent), 81.
Smoke anq vapour, 8.
Snow on tramway lines, 101, 151.
Soames, E. Letter, 239.
Society of Arts' papers —
Sir David Salomons, 294.
Worby Beaumont, M.I.C.E., &c., 87.
Somerville, F. H. Letter on electric motors,
238.
South Africa, The motor-car in, 312.
Southampton and motor-carriage building,
107.
Southey, A. W., andClubbe, E.J. (Patents),
26, 285, 288, 436.
South Wales Motor-Car and Cycle Co., 148,
375.
Spakovski oil-burner, 405.
Speed and balance goar. Clubbe and Southey,
288.
Speed indicator, 270.
„ limit, 9, 278.
Speeds, 50, 278.
Standard weldless tube and cycle components,
166, 373.
Stanley Show, 125.
Starting gear. Lawsou, 289.
Star Tube Co. (Ld.), 281.
Steam boilers, 251-254, 257, 258, 287, 348,
382, 388.
Steam locomotion on common roads. By
W. Fletcher, 155.
Steam-motors and motor-vehicles, 40, 50, 90,
96, 146, 180, 211, 223, 251, 252-255, 257,
258, 277, 297, 299, 344, 382, 385, 436,
454-456, 459, 476, 509, 611.
Steam, oil, and electricity as motive powers,
Steel tramways for roads, 497.
Steering, 163, 278, 324.
„ inventions, 26, 163, 278, 324, 526.
Stewart and Farmer oil-burner, 407.
Stilwell, J. F. Motor-carriages (Patent), 525.
Stirling oil motor-carriage, 182.
Stopping apparatus (Patent), 528.
Storage of petroleum and prohibition of
traffic, 9.
Straker's oil-motors, 187.
Sturmey, J. J. H. Road vehicles for motor
traffic (Patent), 206.
Summers and Ogle's steam-boiler, 253.
Sunderland Engineering Exhibition, 472.
Supply of petroleum to Manchester, The,
450.
Sydney Engineering and Electrical Exhi-
bition, 248.
I Tavernier, A. E. Explosion motor (Patent),
I 338.
. Taxes on motor-carriages, 8, 10, 116, 422.
I Tajler, A. J. Wallis—
Modern cycles (Review), 236.
Motor-cars for common roads (Review),
i 324.
I Text and its application, A, 11.
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INDEX.
vu
Thompson, G. F. On self-propelling vehicles,
100, 160.
Thompson's, B. W., steam -carriage, 255.
Thompson, W. P. Rotary motor (Patent),
335.
Thomson, J. W., on mechanical traction of
road carriages, 178.
Thornycroft's hydraulic steam lifeboat, 431.
„ steam-van, 40, 90.
Those poor Britishers, 469.
Toward and Co.'s steam-ran, 223, 368, 459.
Traction, The work of, 4J1.
Tractograph, 412.
Tractometor, 412.
Traffic in the City, 415.
„ Syndicate (Ld.), 101.
Tramway motors for light railways, 140.
„ motors : lessons from America, 155.
„ traction, 20, 22, 57, 60, 61, 62, 63,
100, 101, 126, 127, 138, 140, 142,
180, 184, 224, 326, 497.
Transmission of power. By J. Hopkinson,
Jan., M.A., Sec., 520.
Transmitting and regulating motion (Patent),
524.
Travelling modes on common roads (Bennett),
11.
Travelling without horses in 1770, 309.
Trench Tubeless Tyre Co. (Ld.), 281.
Tubes (Ld.), 424.
Tuke, J. B., on oil-motors, 140, 273, 306.
Turbines, 380.
Tyre Patents, 26, 202, 309, 377, 468, 470, 478,
524.
Tyres, 77, 151, 186, 202, 267, 281, 314, 376.
Ulrich, W. (Patent), 26.
Urquhart oil-burner, 406.
" Vagabond." Motor-carriages (Review), 51.
Value and scope of inland navigation —
By E. D. Marten, M.I.C.E., 475.
By J. A. Saner, M.I.C.E., 474.
By L. B. Wells, M.I.C.E., 381.
Valve chest for air cylinder, 218.
Valve for regulating petroleum supply (De
Dion and Bouton patent), 333.
Vaporisation, 168, 204, 436.
Variable gearing, 331.
Vavasour, Sir W. E. J. Failure, 458.
Vignes, G-. F. G. des, and 8. H. Terry.
Steam generators (Patent), 382.
Vincke, N. Steering mechanism (Patent),
526.
Wallis, R., Wh. Sc, on liquid fuel, 401.
Wanted— a word", 55, 112.
Water-cooling jacket, 330, 334.
Watkinson, Prof. W. H., on mechanical pro-
pulsion of tramway cars, 100.
Watson, C. Letter, 472.
Wedding motor-cars, 320.
Weidknecht steam motor-car, 454.
Weight limits, 8.
Weldless Tubes (Ld.), 281.
Wellington, F. F. Variable gearing (Patent),
331.
Wells, L. B., M.I.C.E., on inland navigation,
381.
Wenham, F. H. Driving gear (Patent), 329.
Westralian Motor Carrying Co., 122.
What will the new year teach us, 153.
Wheels, 116, 162, *195, 204, 207, 273, 314,
478, 501, 516, 626.
Williams, J., 205.
Winchelsea, Earl of, 279, 424.
Wise, Field, and Aydon oil-burner, 404.
Wolseley motor-carriage, 186.
Woolidge, W. Stopping apparatus (Patent),
528.
Worshipful Company of Coaohmakers' prizes
for motor-car designs, 52, 368.
Yeovil Motor Co.'s dog-cart, 855.
Yorkshire College Engineering Society, 312.
Zola on automobilism, 489.
Zuylen, Baron de, 445.
ILLUSTRATIONS.
Abel's flash test apparatus, 157.
Accumulator, The Blot, 165.
„ I.E.S., 421.
Ackermann's steering gear, 278.
Air-engine coke stove, 270.
Air-motors and vehicles, 214-220, 222, 502.
Andraud and Tessie du Motay's air-carriage
(1840), 215.
Anglo-French Motor- Carriage Co.'s vehicles,
229,418.
Arnold's motor-carriage (Benz system), 42,
356.
Arlemeff burner (1878), 403.
Aubry, J. H. Portrait, 450.
Audouin furnace (1865), 402.
Axles, 289.
Aydon and Selwyn burner (1868), 404.
Ball bearings, 328.
Banki, D. Igniting apparatus (Patent),
476.
Barr, Andrew W. Portrait, 79.
Bellomey, R. T. Wheels (Patent), 478.
Bennett, T. J. Gas, oil, and spirit engines
(Patent), 384.
Benkston burner, 405.
Benzine motor-cycle, 176, 177.
Benz motor-carriage, 42, 356.
BersenefT burner (1891), 404.
Bersey's electric-carriage, 78.
Bersey, W. C. Portrait, 488.
Bidle pan furnace (1862), 401.
" Bin Ghora-ka-Gharry," A, 229.
Bloomer and Eorebut-Dachkeveioh burner
(1886), 403.
Blot accumulator, 165.
Bollee tricycle, 53.
Brambel rotary engine, 214.
Brandt burner, 403, 406.
Briggs, F. H. Gas and oil engines (Patent), I
336, 337. J
Britannia electric-carriages, 56, 65, 151.
„ oil-motor, 77, 166.
Bushbury electric dog-cart, 849.
Capel and Olarkson. Steam motor-vehicle I
(Patent), 382. j
Carse's water jacket (Patent), 334.
Carter, J. Explosion engines (Patent), 438.
Chasseloup Laubat. Gas and steam engiues
(Patent), 436.
Chippournoff burner, 408.
Church's steam-carriage, 254.
Clubbe and Southey's motor (Patent), 285.
„ „ speed and balance gear
(Patent), 288.
Compressed-air curve, 216, 220.
„ motors and carriages, 214-
222, 502.
Cornell oil motor-carriage (Benz system),
356.
Coulthard and Co.'s motor-vehicles, 275.
Coupe1 Co.'s patent wheel, 116.
Crastin's oil uiotor-quadricycle, 94, 95.
Crucible furnace for oil fuel, 410.
Cup oil furnace, 401.
Dagnall oil motor, 367.
Daimler Co. —
Brass-turning shop, 494.
Carriage-erecting shop, 495.
Erecting and testing shop, 495.
Light machine shop, 494.
Daimler motors and vehicles, 12, 57, 64-66,
123, 182, 261, 308, 489-493.
Dale, J. O. Motors (Patent), 383.
D'AUest burner, 406.
Damon tyre, 151.
Dance's boiler (1831), 252.
Day, J. Gas and oil engines (Patent), 525.
De Dietrich motor-lorry, 509, 610.
De Dion, Cointe. Portrait, 448.
„ et Bouton boiler, 258.
„ „ explosion motor (Patent),
286, 329, 333.
.) i, motors, 65, 511, 512.
Differential and change gear (New and
Mayne's), 398.
Dorsett and Blythe (1868), 402.
Dowsing, H. J. Patent driving gear, 286.
Driving gear, 329, 334.
Dunder burner, 407.
Dunsmore, M. C. Gas and oil engines
(Patent), 436.
Duryea driving gear, 334.
„ motor-vehicle, 126.
Electric accumulator, 165.
„ alternator and generator (London
Electrical Cab Co.), 484.
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vni
INDEX.
Electric Motive Power Co.'s omnibus, 13.
„ „ „ victoria, 357-
360.
„ motors and vehicles, 13, 24, 56, 65,
78, 151, 222, 228, 24S-250, 314,
315, 340, 357-360, 372, 304- 397,
399. 400, 484-487, 497-499, 521.
„ Omnibus Co., 24.
„ omnibus. Design by Hon. A.
McGarel-Hogg and J. T. Murray,
249, 250.
„ trailer wheel (New and Mayne's),
399.
Elioson, C. P. Driving mechanism (Patent),
386.
Elieson's electro-niotor-car, 314, 315.
Flash test apparatus (Abel'.-), 157.
Fleuss, H. A. Portrait, 185
„ tubeless pneumatic tyre, 185.
Forestier, M. Portrait, 452.
Fouchcr-Dclachaual motor-carriage, 203.
French motor-cars, 12.
Friction clutch (Ponhard and Lcvassor's),
260.
Gas-engines and motors, 435, 436, 475.
Gaseoine's cooling water jacket (Patent), 330.
Geisenhof, J. Motor-van (Patent), 333.
Gurney's boiler, 252.
„ steam-carriage (1825-28), 252.
Hancock's boiler, 251.
„ steam-carriage (1827), 251.
Henderson, Alex. Portrait, 179.
Henderson's steam-carriage, 180.
High-pressure air cylinder, 218.
Hildyard's patent axle, 289.
Hill's steam-coach, 253.
Holden's internal combustion engine, 332.
„ liquid fuel burner, 379, 406.
Holroyd- Smith benzoline motor phaeton, 355.
Holt, U. P. Condenser (Patent), 526.
Holt's driving gear (Patent), 329.
,, steam-carriage, 96, 97.
Hunter, J. W. Internal combustion motors
(Patent), 477.
Hydraulic steam motors, 431, 432.
I.E.S. accumulator, 421.
Ignition apparatus, 332, 476.
Inlet valve of low pressure air cylinder, 217.
Invention diagrams. See " Patents."
James's steam -carriage, 253.
Johnston, J. Gas and petroleum engines,
384.
Kane-Pennington oil-motor, 136, 137.
Karapetoff burner (1880), 403.
Kauffmann burner, 403.
Knights, J. H. Steam motor-car, 277.
Korting's burner, '103, 405, 406.
Labitte, E. Steam-boiler (Patent), 388.
Lancashire (Leylancl) Steam-Motor Co.'s van,
419, 420.
Lanchester, F. W. Gas and oil-motor
(Patent), 287.
Lawson, H. J. Motor-cyclo (Patent), 331.
„ ,, Starting arrangement
(Patent), 288.
jjc Blunt steam-vehicles, 455, 456.
Le Itrun, A. E. Gas and petroleum motors
(Patent), 470.
L'Eleotriquc (Helgian) motor-carriage, 521.
Lenz burner, 402, 406.
Lepape, H. Power-transmitting mechanism j
(Patent), 477. I
Liquid Fuel Engineering Co.'s steam motor-
van, 344-349.
Lister, F. (Pntent), 330.
London Electrical Cab Co. —
Alternator and generator, 484.
Charging station, 487.
Differential gear, 486.
The cab, 485.
Longucmare oil-burner, 237, 257.
Lutzmann motor-vehicles, 52.
MacDonald, J. M. Motor-power apparatus
(Patent), 335.
Maceroni and Squire's boiler, 253.
„ „ „ coach, 253.
Mann, E. Portrait, 427.
Mann's locomotive air-carriage (1830), 214.
Marchant, T. B. Road locomotives (Patent),
385.
Marine boiler fitted with "Rusden Eeles"
sprayer, 409.
Marquis of Stafford's steam-carriage (1858,
Rickett). 255.
May, Phil, sketch by, 113.
Mcrrywcather, J. C. and Jakeman. Motor
road ears (Patent), 476.
Moore's horseless carriage (1769), 309.
Morris and Salom's electric vehicles, 248,
497-499.
Mors motor-car, 272.
Motor-cycle, 176, 177.
Neale's electric-carriage, 228.
Neville's marine oil- motor, 305.
New, A. G. Portrait, 426.
New and Mayne —
Differential and change gear, 398.
Direct coupled engine aud dvnamo, 394,
395.
Electric char-a-banc, 222, 396, 397.
trailer wheel, 399.
Oil-motor dog-cart, 222.
„ motors, 222, 392, 393.
Patents, 289.
Rudder-motor, 274. 400.
Two-evlinder vertical oil engine, 392,
393."
" New Times " oil motor-car, 57.
New York compressed-air locomotive, 502.
Oil-burners, 237, 319, 379, 401-411.
,, fuel forge, 410.
„ motors and vehicles, 12, 41. 42, 52, 53,
57. 64-66, 75, 77, 91-95, 117, 123, 126,
13 ;, 137, 156, 159, 176, 177, 182, 186,
187, 203. 222, 225, 229, 260, 267, 272,
275, 286, 287, 305, 308, 325, 329, 330,
332-336, 338, 350-356, 367, 384, 392,
393, 418, 435, 138, 464, 465, 476, 477,
489-493, 525.
Omnibuses, Electrical, 13, 24.
Panhard and Levassor motors, 64, 261.
Paris-Dieppe race —
Gradients, 446.
The cars en route, 447, 449.
Parisian inotor-car, 325.
Paris- Versailles trials —
Gradients, 457, 458.
Vehicles, 454 -456.
Park motor-phaetou, 320.
Patent diagrams, 81, 206, 241, 286 -290, 329-
3.18, 382-388, 435-438, 476-478, 525, 526.
Petter, Hill, and Boll's oil motor-vehicles,
92, 93.
Peugeot carriages, 117. 159, 267, 401, 465.
„ motor, 461, 465.
Philipson and Toward's stoam motor-carriage,
223.
Pope Manufacturing Co.'s electric-phaeton,
372.
Priestman's ignition apparatus (Patent), 332.
Randolph's steam-carriage, 180.
Reducing valve for compressed-air cngino,
220.
Richardson's furnace, 402.
Roger motor, 65.
Roots and Venables' oil motor-vehicles, 41,
91, 225, 350-354.
Rose, G. Steam generator (Patent), 287.
Rossel, Ed., motor-cftr, 12.
Rotary-engine, Brambel, 212.
„ motor, 335.
Rowbotham, W. Vapjriscr (Patent), 436.
Rusden and Eeles' burner, 408, 410.
Salisbury burner, 406.
Salomons, Sir David, Bart., 17.
" Scotte " steam road train. 454.
Serpollet steam-motor, 65, 146, 147, 257.
Shaw and Linton furnace (1862), 402.
Single acting air cylinders, 219.
Smith, E. Slirapnell, 141.
Spakovski burner, 40i
Speed indicator, 270.
Steam generator, 383, 388.
„ motors and vehicles, 40, 65, 90, 96, 97,
146, 147, 180, 212, 223, 251-255,
257, 274, 277, 287, 288, 344-349,
382, 383, 385, 419, 420, 436, 454-
456, 459, 476, 509-512.
Steering gear, 278. 324.
„ „ Ackerraann's, 278.
Stewart and Farmer's burner, 407.
Stirling motor-carriage, 182.
Straker's motor, 187.
Summers and Ogle's boiler, 253.
Tavernier, A. E. Explosion motor (Patent),
338.
Thompson, W. P. Rotary motor (Patent),
335.
Thomson's road steamer (1871), 255.
Thornycroft's hydraulic steam lifeboat, 431,
432.
„ steam-van, 49, 90.
Toward's steam-van, 459.
Tractograph, 413.
Tractometer, 413.
Triple-expansion condensing engines, 217.
Tvre rims, 377.
Tyres, 77, 151, 185.
Urquhart burner, 406.
Valve chest, of high-pressure air cylinder, 218.
Vaporiser (Patent), 436.
Variable gearing, 331.
Vijjnes, ties, and S. H. Terry. Steam
generator (Patent), 383.
Villiers, A. Portrait, 228.
Water cooling jacket, 334.
„ tube boilers, 348.
Weidnecht steam-omnibus, 454.
Wellington, F. F. Variable gearing (Patent),
331.
Wheel, Coupe Co.'s, 116.
Wheels, 116, 478.
Willson, E. Portrait, 48.
Wise, Field, and Aydon burner (1865), 40-4.
Wolseley motor-ear, ISO. *•
Wright's air carriage. 215.
Yeovil Motor Co.'s oil motor-vehicles, 355.
Zuylen, Baron de. Portrait, 445.
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THE A
.A-CTID
HORSELESS YEHICLE JOURNAL
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION,
Circulates amongst Makers and Users of Autocars, Cycles, etc., in the United Kingdom, the Colonies
and the Continent.
Vol. I. No. 2.
NOVEMBER 17th, 189(5,
Price Sixpence.
CONTENTS.
♦
FAOB
The New Motor-Car Regulations 87
Agriculturists and the Speed of Automutors 39
Types of Horseless Vehicles 40
The London County Cuuncil and Motors 4*j
Light Railway* „" 42
The Self-Propelled Traffic Association— Formation of a Liverpool Branch ... 43
Motor Car mgu* light Railway 4H
Motor-Car Insurance 4B
Bristol Engineers and Motor-Carriages "„ 49
Correspondence 49
Reviews of Hooka , R|
Lutsroann Motor-Carriages A2
Bwdnew Notes 52
Prizes for Motor-Car Designs 52
The Bollce Tiicycle \"m 53
The New Regulations as to Motor-Carriages " A4
Liverpool to the Fore ... „ 54
Wanted — a Word ['[ 55
" Engineering '" and Automotors *" aa
The Britannia Company's Klectric System Afi
The Motor-Car In the Lord Mayor's Show * 57
l<ondon Tramways Puichaac 57
North Country Farmers and Motor-C-rs „ 58
Doings of Pub ic Companies 59
Notes of the Month CO
Emancipation Day "' "," Gfl
French Contest* for 1897 \ m[m 73%
Answers to Correspondents ].] 74
Ijtw Reports ., 74
Messrs. New and Mayne (Limited) ,.] '", 75
Motor-Car Com est a ir. America \ ["m 75
Quips and Cranks 7«
Trade Novelties ," "* ]\[ 77
The Bersey Carriage \"m [\\ "* "" 7$
Mr. Andrew W. Burr \"m "" 79
New Invention* "" ".[ '" go
THE NEW MOTOR-CAR REGULATIONS.
The Local Government Board have issued the following
Regulations to the county councils and certain other local
authorities in England and Wales with respect to the
use of light locomotives on highways, nnd their con-
struction, and the conditions under which they may be
used, and have directed that the same shall have effect on
and after November 14th : —
Article I.
In this Order : —
The expression " carriage " includes a wagon, cart, 'or other
vehicle.
The expression " horse " includes a mule or other beast of
draught or burden, and the expression " cattle " includes sheep.
The expression "light locomotive' means a vehicle propelled
>>y mechanical power which is under three tons in weight unladen,
and is not used for the purpose of drawing more than one vehicle
(such vehicle with its locomotive not exceeding in weight unladen
four tons), and is so constructed that no smoke or visible vapour
is emitted therefrom except from any temporary or accidental
cause.
In calculating for the purposes of this Order the weight of a
vehicle unladen, the weight of any water, fuel, or accumulators
used for the purpose of propulsion shall not be included.
Article II.
No person shall cause or permit a light locomotive to be
used on any highway, or shall drive or have charge of a light
locomotive when so used, unless the conditions hereinafter set
forth shall be satisfied, namely : —
(I.) The light locomotive, if it exceeds in weight unladen live
hundredweight, shall be capable of being so worked that it may
travel either forwards or backwards.
(2.) The light locomotive shall not exceed six and a half
feet in width, such width to be measured between its extreme
projecting pointj.
(3.) The tyre of each wheel of the light locomotive shall be
smooth, and shall, where the same touches the ground, be nV.
and of the width following, namely : —
(a) If the weight of the light locomotive unladen exceeds
fifteen hundredweight, but does not exceed one ton, not less
than two and a half inches ;
(6) If such weight exceeds one ton, but does not exceed two
tons, not less than three inches ;
(e) If such weight exceeds two tons, not less than four inches.
Provided that where a pneumatic tyre, or other tyre of a soft
and elastic material is used, the tyre may be round or curved,
and there may be upon the same projections or bosses rising
above the surface of the tyre if such projections or bosses are
of the same material as that of the tyre itself, or of some other
soft and elastic material. The width of the tyre shall, for the
purpose of this proviso, mean the extreme width of the soft and
elastic material on the rim of the wheel when not subject to
pressure.
(4.) The light locomotive shall have two independent brakes
in good working order, and of such efficiency that the applica-
tion of either to such locomotive shall cause two of its wheels
on the same axle to be so held that the wheels shall be
effectually prevented from revolving, or shall have the same
effect in stopping the light locomotive as if such wheels were so
held.
Provided that in the case of a bicycle this Regulation slmll
apply as if, instead of two wheels on the same axle, one wheel
was therein referred to.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Novembeb, 1896.
(5.) The light locomotive shall be so constructed as to admit
of its being at all times under such control as not to cause
undue interference with passenger or other traffic on any
highway.
(6.) Iu the case of a light'locomotive drawing or constructed
to draw another vehicle or constructed or used for the carriage
of goods, the name of the owner and the place of his abode
or business, and in every such case and in the case of every
light locomotive weighing unladen one ton and a half or
upwards, the weight - of the light locomotive unladen shall be
painted in one or more straight lines upon some conspicuous
part of the right or off side of the light locomotive in large
legible letters in white upon black or black upon white, not
less than one inch in height.
(7.) The light locomotive and all the fittings thereof shall be
in such a condition as not to cause, or to be likely to cause,
danger to any person on the light locomotive or on any
highway.
(8.) There shall be in charge of the light locomotive when used
on any highway a person competent to control and direct its
use and movement.
(9.) The lamp to be carried attached to the light locomotive iu
pursuance of Section 2 of the Act shall l)e so constructed and
placed as to exhibit, during the period between one hour after
sunset and one hour before sunrise, a white light visible within
a reasonable distance in the direction towards which the light
locomotive is proceeding or is intended to proceed, and to
exhibit a red light so visible in the reverse direction. The
lamp shall be placed on the extreme right or off side of the
light locomotive in such a position as to be free from all
obstruction to the light.
Provided that this Regulation shall not extend to any bicycle,
tricycle, or other machine to which Section 85 of the Local
Government Act, 1888, applies.
Article III.
No person shall cause or permit a light locomotive to be used
on any highway for the purpose of drawing any vohicle, or shall
drive or have charge of a light locomotive when used for such
purpose, unless the conditions hereinafter set forth shall be
satisfied, namely : —
(1.) Regulations (2), (3), (5), and (7), of Article II of this
Order shall apply as if the vehicle drawn by the light loco-
motive was therein referred to, instead of the light locomotive
itself, and Regulation (6) of the Article shall apply as if such
vehicle was a light locomotive constructed for the carriage of
goods.
(2.) The vehicle drawn by the light locomotive, except where
the light locomotive travels at a rate not exceeding four miles
.an hour, shall have a brake iu good working order of such
efficiency that its application to the vehicle shall cause two of
the wheels of the vehicle on the same axle to be so held that the
wheels shall be effectually prevented from revolving, or shall
have the same effect in stopping the vehicle as if such wheels
.were so held.
(3.) The vehicle drawn by the light locomotive shall, when
under the last preceding regulation a brake is required to be
attached thereto, carry upon the vehicle a person competent to
apply efficiently the brake : Provided that it shall not be
necessary to comply with this Regulation if the brakes upon the
light locomotive by which the vehicle is drawn arc so con-
structed and arranged that neither of such brakes can be used
without bringing into action simultaneously the brake attached
' to the vehicle drawn, or if the brake of the vehicle drawn can
be applied from the light locomotive independently of the
brakes of the latter.
Article IV.
Every person driving or in charge of a light locomotive when
used on any highway shall comply with the Regulations herein-
after set forth, namely :—
(1.) He shall not drive the light locomotive at any speed
greater than is reasonable and proper, having regard to the
traffic on the highway, or so as to endanger the life or limb of
any person, or to the common danger of passengers.
(2.) He shall not under any circumstances drive the light
locomotive at a greater speed than 12 miles an hour. If the
weight unladen of the hght locomotive is one ton and a half
and does not exceed two tons, he shall not drive the same at a
greater speed than eight miles an hour, or if such weight exceeds
two tons, at a greater speed than five miles an hour.
Provided that whatever may be the weight of the light
locomotive, if it is used on any highway to draw any vehicle, he
shall not, under any circumstances, drive it at a greater speed
than six miles an hour.
Provided also that this Regulation shall only have effect during
six months from the date of this Order, and thereafter until We
otherwise direct.
(3.) He shall not cause the light locomotive to travel back-
wards for a greater distance or time than may be requisite for
purposes of safety.
(4.) He shall not negligently or wilfully cause any hurt or
damage to any person, carriage, horse, or cattle, or to any goods
conveyed in any carriage on any highway, or, when on the light
locomotive, be in such a position that he cannot have control
over the same, or quit the light locomotive without having
taken due precautions against its being started in his absence,
or allow the light locomotive or a vehicle drawn thereby to
stand on such highway so as to cause any unnecessary obstruction
thereof.
(5.) He shall when meetiug any carriage, horse, or cattle keep
the light locomotive on the left or near side of the road, and
when passing any carriage, horse, or cattJe proceeding in the
same direction keep the light locomotive on the right or off side
of the same.
(6.) He shall not negligently or wilfully prevent, hinder, or
interrupt the free passage of any person, carriage, horse, or
cattle on any highway, and shall keep the light locomotive and
any vehicle drawn thereby on the left or near side of the road
for the purpose of allowing such passage.
(7.) He shall, whenever necessary, by sounding the bell or
other instrument required by Section 3 of the Act, give audible
and sufficient warning of the approach or position of the light
locomotive.
(8.) He shall on the request of any police constable, or of any
person having charge of a restive horse, or on any such constable
or person putting up his hand as a signal for that purpose, cause
the light locomotive to stop and to remain stationary so long
as may be reasonably necessary.
Article V.
If the light locomotive is one to which Regulation (6) of
Article II applies, and the particulars required by that Regula-
tion are not duly painted thereon, or if the light locomotive is
one to which that Regulation does not apply, the person driving
or in charge thereof shall, on the request of any constable, or ou
the reasonable request of any other person, truly state his name
and place of abode, and the name of the owner, and the place of
his abode or business.
This Order may be cited as " The Light Locomotives
on Highways Order, 1896."
In a letter addressed to the County Councils Sir Hugh Owen,
the Secretary of the Local Government Board, draws attention
to the provisions of the Locomotives on Highways Act, 1896.
He refers to the exemption of light locomotives from certain
enactments, and points out that the duties imposed by Section 4
of the Customs and Inland Revenue Act, 1888, will be payable
for light locomotives which are carriages or hackney carriages
as denned by the Act, and that such light locomotives will pay
on and after January 1st next an additional excise duty at the
following rate :— £2 2s. if the weight of the locomotive exceeds
1 ton but does not exceed 2 tons unladen, and £3 3w. if the
weight exceeds 2 tons uuladeu. A summary of the above
Order issued by the Local Government Board is given, and on
the subject of "speed Sir Hugh Owen states : — '" Section 4 of
the Act directs that no light locomotive shall travel along a
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Notmb.b,1896] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
39
public highway at a greater speed than 14 miles an hour, or
than any less speed that may be prescribed by regulations of
the Board. There is considerable difficulty in laying down
definite rules as to the speed of light locomotives at the present
time, as no experience has been obtained of their use in this
country ; but the Board have been strongly urged to make some
general regulations on the subject, and they have dealt with it ;
by Article IV of the Order."
The Carriage of Petroleum.
Sir Matthew White Ridley, the Homo Secretary, in
issuing the regulations as to petroleum for motor-cars,
states : —
In promulgating the following regulations relating to the
keeping, conveyance, and use of petroleum in connection with
light locomotives, the Secretary or State for the Home Depart-
ment desires to call public attention to the dangers that may
arise from the careless use of those more volatile descriptions
of petroleum to which these rules apply, being petroleum to
which the Petroleum Act, 1871, applies, and commonly known
as " mineral spirit."
Not only is tho vapour therefrom, which is given off at
ordinary temperature, capable of being easily ignited, but also,
when mixed with air, of forming an explosive mixture. Hence
the necessity for strict precautions in dealing with and handling
the same, and for the employment of thoroughly sound and
properly closed vessels to contain the same, the importance of
avoiding the use of naked lights in dangerous proximity to the
same or to any place where such petroleum may be kept, and
generally of taking precautions to prevent contact of the highly
inflammable vapour of this very volatile liquid with any form
of artificial light
Regulations.
1. Petroleum shall not be kept, used, or conveyed, except in
tanks or cases of metal so made and closed that no leakage,
whether of liquid or vapour, can take place therefrom, and so
substantially constructed as not to be liable, except under
circumstances of gross negligence or extraordinary accident to
be broken or become defective or insecure in course of con-
veyance or use ; and every air-inlet in any such tank or case
shall be at all times, except when the valve, if any, is required
to be removed for immediate use or repair, protected by securely
affixed wire gauze, the openings in which shall not be less in
number than 400 to the square inch.
2. Exery such tank or case shall be clearly stamped or securely
labelled with a legible metallic or enamelled label with the
words " mineral spirit, highly inflammable, for use with light
locomotives."
3. The amount of petroleum to be in any one such tank or
case at one time shall not exceed 20 gallons.
4. There shall not be at the same time on or in any one light
locomotive, more than two of such tanks as aforesaid.
5. Before repairs are done to any such tank or case, that tank
or case shall, as far as practicable, be cleaned by the removal of
all petroleum and of all dangerous vapours derived from the
same.
6. When petroleum for use in, or in connection with any light
locomotive is not being so used, it shall be kept either in
accordance with the provisions of the Petroleum Acts, or in
such tanks or cases as aforesaid ; provided that the amount of
petroleum which may be so kept in tanks or cases as aforesaid
shall not exceed the amount of petroleum which may be kept
on or in any one light locomotive at the same time, and that the
. tanks or cases shall be kept in the open air, or in some suitably
ventilated place.
7. The filling or replenishing of a tank with petroleum shall
not be carried on, nor shall the contents of any such tank be
exposed by artificial light, except a light of such construction,
position, or character as not to be liable to cause danger, and no
artificial light shall be brought within dangerous proximity of
the place where any tank containing petroleum is being kept.
8. In the case of all petroleum kept or conveyed for the
purpose of or in connection with any light locomotive (a) all due
precautions shall be taken for the prevention of accidents by fire
or explosion, and for the prevention of unauthorised persons
having access to any petroleum kept or conveyed, and to the
vessels containing or intended to contain, or having actually
contained the same ; and (6) every person managing or
employed on or in connection with any light locomotive shall
abstain from every act whatever which tends to cause fire or
explosion, and which is not reasonably necessary, and shall
prevent any other person from committing such act.
9. These regulations shall come into operation on the 14th
day of November, 1896, and be in foroe until further notice.
r^/wvwww»>wwwMAAM
AGRICULTURISTS AND THE SPEED
OF AUTOMOTORS.
— — ♦-
The monthly meeting of the Council of the Central and
Associated Chambers of Agriculture was held at tho Society
of Arts, Adelphi, London, on the 3i-d inst., under the presidency
of Mr. J. Lloyd Wharton, M.P. The delegates considered, as a
matter of urgency, the rate of speed to be permitted by the
regulations of the Local Government Board for light locomotives
on the roads.
Mr. Muktz, of Warwickshire, moved : "That in the opinion
of this Council the maximum rate of speed at which light
locomotives should travel along public highways for 12 months
at least should be fixed at not exceeding 10 miles per hour,
and representations to this effect be forwarded to the Local
Government Board." He drew attention to the fact that
under the Act the speed was to be not exceeding 14 miles an
hour. They thought that rate was excessive. The Act further
asserted that the machines were to be pulled up within 50 feet.
The stoppage within such a short distance from a high rate of
speed would seriously damage the roads.
Mr. H. Williams, Monmouth, seconded, and thought that
eight miles per hour was sufficient. Agriculturists ran a great
risk from their horses being frightened by cyclists. Of this
class " the scorchers " were the worst. He regretted they did
not postpone their scorching till they got to the next world.
(Laughter.)
Mr. A. D. Wells (Berks and Oxon) opposed the resolution,
and Mr. Corbett mentioned that in Switzerland electric cars
ran along the roads at a speed of over 14 miles an hour without
to any extent inconveniencing the traffic.
Mr. Lipscomb said that in his district (the West Riding) a
year or two since traction engines had, through using the roads
in frosty weather, damaged them to the extent of £1,000 per
mile. The rate of speed, he thought, should be moderated.
They were in danger of being overridden. He dissented from
the view taken by one of the speakers, that the proposal to
moderate the speed of road locomotives was grandmotherly.
Restrictions in this direction were as necessary now, in the light
of experience, as ever they were.
The Chairman said the minimum distance for pulling up
light locomotives was 50 feet, and this he thought was much
too short a distance. With heavy engines he thought this
would result in serious injury to the roads. Fast travelling
was all very well in the fen district, where a driver could often
see two miles or more in front of him, but in districts where the
roads had sharp curves and high hedges, he regarded swift
travelling as extremely daugerous. He should like to see the
maximum rate of speed reduced.
The motion was adopted.
The Indestructible Ignition Tube Syndicate, of HlOr, (Jueeii
Victoria Street, E.C., have made arrangements for repairing
and storing autocars in Queen Victoria Street. They have thejr
showrooms, 1 10 feet long by 2o feet wide, fitted with machine
tools for repair work, and dynamos for electric charging.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Novembbb, 1896.
TYPES OF HORSELESS VEHICLES.
The Thornycroft Steam Motor-Carriage.
Mk. Thorxyckoft, whose name is identified throughout
the world with high class torpedo-boat machinery, has
identified himself with the new self-propelled traffic, and
designed a steam-carriage which will carry a load of
one ton, and weiehs about 35 cwt. when in full working
order — including the weight of the coke nsed as fuel, the
driver, and water necessary for a run of 20 miles.
The boiler is of the Thornycroft water-tube launch
type with water fire-bars, steam being raised in about
15 minutes. The engine is double compound, the cylinders
being respectively of 2 and 4 inches diameter, with a stroko
An American Motor-Carriage.
From our representative in the United States we learn
that a carriage capable of attaining a speed of from three
to 18 miles an hour has been invented by a Springfield
man, and an extensive factory will be erected for the
manufacture of the vehicle. The promoter of the new
carriage is Henry W. Clapp, and the inventor is Charles
E. Duryea, both of Springfield, Ohio. A company is now
being formed, and nearly one-half of the required capital
of £60,000 has been secured. The new carriage has been
given repeated tests, all of which have been successful.
A trip was made to Hartford and return reoently, insido
of three hours. In appearance the machine resembles an
ordinary side-bar four-wheel carriage. The wheels are
rubber-tyred and run on ball bearings. Each of the front
THK THORNYCROFT STEAM MOTOR-CARRIAGE.
IS |
of "> inches. The engine speed is "eared in the ratio of
0 to 1 to the road driving wheels. The condenser
placed ou the roof, and is of sufficient cooling surface to
condense all the steam at ordinary rates of working.
The van can climb an incline of 1 in 10 when fully
loaded. The ordinary speed of working is about six or
seven miles per hour, but a speed of nine miles per hour
can easily be sustained on level roads. The floor space
available for carrying goods is about 25 square feet.
Several trials have been made of this carriage with
excellent results, while the name of Thornycroft is
sufficient guarantee of the admirable quality of the
workmanship and material which is used throughout.
For developing this new branch of work an establishment
has been founded under the title of tho Steam Car
and Wagon Company, Horoefiuld, Chiswick Mall
rnage
wheels instead of turning on a central bolt, as is the case
with ordinary carriages, revolves on its own pivot located
in the hub, thereby making each turn in a much smaller
radius, and, consequently, being easier to operate in
steering. Tho vehicle is easily manipulated by a lever
located in front of tho driver. A lateral motion of the
lever turns the wheel while the vertical motion controls the
speed. One of the advantages of the carriage is that by
pressing a button connected with a brake drum the vehicle
can be stopped almost instantly, thus lessening the danger
of travelling in the streets. The motor is compactly
located under the seat, and is stated to weigh about
one cwt. for an output of four horse-power. Near this
is a dynamo. To start the wagon a crank is revolved
once on the side of the wagon. This turns the motor
which starts the dynamo, which generates the necessary
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41
sparks to explode the oil-gas contained in the combustion
end of the cylinder. Since the experimental machine has
been completed it has been run over 1,000 miles, and is
reported to have established its practicability on country
as well as city roads.
Roots and Venables' Three-wheeled Carriage.
This vehicle, which we illustrate as manufactured by
Messrs. Roots and Venables, of 100, Westminster Bridge
Road, is built with a strong angle steel frame, carrying
the oil motor of 2-J horse-power at the back, together with
the exhaust box and small water-tank. The power is
transmitted from the crank-shaft of the engine to a
counter-shaft by means of belts working on various-
Consequently it| is quite safe to use, and must be
distinguished from the gasoline or benzoline used by
most other carriages, particularly those at present running
in France.
The Benz Motor-Carriage.
A Bradford correspondent writing of this vehicle—
which is the invention of Mr. Benz, of Mannheim, and is
being introduced into this country by the Arnold Motor-Car
Company, of East Peckham — gives an interesting account
of a ride which he recently enjoyed. He states that " by
the courtesy of the local agent, Mr. James E. Take,
Aldermanbury, he was initiated into the mysteries of the
horseless carriage, riding with Mr. Tuke in a small car
KOOTS AND VENABLES' THREE-WHEELED CARRIAGE.
sized pulleys, which counter-shaft again transmits the
power to the axle of the oarriage by a pinion and toothed
wheel.
This two-speed gear runs the carriage at ten or four
miles an hour as desired. In the front of the carriage
the larger water-tank is fixed out of sight beneath the
feet of the riders. The carriage steers remarkably easy,
and is fitted with two brakes, one on the front wheel
and the other on a drum on the main axle. Sufficient oil
is carried for a run of 27 miles in the tank, but more can
be easily placed under the seat.
The tyres are of solid indiarubber dovetailed into steel
rims.
The oil used is common American Tea Rose or Royal
Daylight, price tyd. per gallon.
The specific gravity of this oil is from -8 upwards.
of 1^ horse-power from Otley to Bradford, the time
occupied being an hour and twenty minutes exactly.
The day was very unsuitable owing to the heavy condition
of the roads, and the success of the ride under such
adverse circumstances showed how great the scope of the
invention must bo. At present the machine is hardly out
of the experimental stage ; but on the flat a good speed
was attained. One fine feature of the machine is the
ease with which the speed is regulated, without having
recourse to the brake. Hollings Hill can bo descended,
either fast or slow, by simply setting the indicator, or, if
economy be aimed at, the gearing may be shifted, and the
wheels allowed to revolve down hill under the control of
the brake. It appears that a car of 1£ horse-power is
not quite equal to carrying two people up the Yorkshire
hills in bad weather, but an addition of " £ horse-power "
C 3
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[NOVBMBBB, 1896.
•would probably be ample. The little carriage now in
Mr. Tuke's possession is one of the smallest made, and its
value is about £130. No particular mecbanical knowledge
is required to understand the working of the car, and
when once charged with oil aud electricity it will run for
150 miles. The sensation of travelling by this new and
convenient method is precisely that of cycling, with the
exception of the labour involved by the latter. All that
is needed for motor-car riding is a hand for steering and
a head to restraiu one's natural inclination for racing on
the public road. Of the utility and general merit of the
horseless carriage there cannot be any doubt. For doctors
the novelty appears to offer immediate advantages, but a
general adoption of the vehicle by tradespeople and others
will natnrally be a work of time, and must depend upon
the further development of the invention itself." These
motors have found much favour in France and Germany,
and will doubtless obtain a fair measure of success in this
country.
THE LONDON COUNTY COUNCIL AND
MOTORS.
The Highways Committee of the Council presented a
report to the Council on the 3rd inst. regarding the
Locomotives on Highways Act, 1896, and motor-cars in
London. The committee stated that they had considered
a letter from the Local Government Board, forwarding a
copy of general regulations which it is proposed to make
under the Act. It appeared to the committee that, having
regard to the crowded condition of many of the London
thoroughfares, it is important that a regulation limiting
the speed of such vehicles when travelling in London to a
maximum of eight miles an hour instead of 14 should be
made and issued before the Act comes into operation.
There is little doubt, the committee stated, that if light
locomotives were to be allowed to run at the rate of
14 miles an hour they would seriously interfere with the
other traffic. The Board asked that observations upon
the proposed general regulations might be submitted not
later than October 31st, and the committee had accordingly,
on behalf of the Council, made a representation to the
Board of the necessity for such a regulation. The action
ov the committee was approved by the Council.
V^^MMMMMMM*
«^*»«***^
LIGHT RAILWAYS.
THE BENZ MOl'OR-CARRIAOE.
Hint to Investors. — In conuectiou with the show of cycles
which is to be held in Belgium in the new year, prizes of £40
are l>eing offered : (1) For the best wrench which will not cut or
disfigure the nut ; (2) for a motor for machines, weight not to
exceed 21 lbs., capable of giving one horse-power, and inexplosive.
Smaller prizes are offered for the following : (1) A machine for
transmission, whereby an even amount of power is obtained on
both .sides of the machine ; (2) the best kind of frame, in which
solidity and weight are carefully and advantageously combined.
A welcome reminder of the advent of Christmastide is to
hand in the shape of a package of the marvellous cards and
books issued by Messrs. .Raphael Tuck and Co. The firm has
so long held and deserved the highest reputation for artistic
design and perfect printing, that it is almost impossible to write
anything new in their favour. For the children there are
wondrous books of fairy lore, of kindly goblins, and nursery
rhymes illustrated with beautiful children and dolls, while
whimsically-designed elfins and Puck-like creatures hover about
the pages in such alluring ways that the little ones cannot fail
to be attracted and amused by the apt illustrations and tasteful
dialogue. For older folk the Christmas cards are designed in
perfect taste ; while such work as that shown in Raphael Tuck's
series of platino panels has, perhaps, never been equalled by
any other publisher. Perhaps next year they may give us
[an idealised automotor carriage, with appropriate occupants
land motor (we apologise — motto).
The Commission appointed by the Act of Parliament
last Session to give assistance to promoters of light
railways throughout Great Britain has acquired temporary
offices at 23, Great George Street, Westminster, where all
plans of light railways must be considered before the
end of December. Every application going before the
Commissioners must be accompanied by a full statement
of the proposed light railway, gauge, motive power,
county and parish where proposed, advance of money
requisition, and a certificate that a fee of £50 has been
paid to the Board of Trade. The Commissioners are
quite ready to advise applicants having the desire of
constructing light railways in the procedure necessary.
The Commissioners are tho Earl of Jersey, Col. G. F. O.
Boughey, R.E., and Mr. Gerald FitzGerald. Mr. Bret
Ince is the secretary. A full account of the provisions
of this important measure appeared in our last issue.
An interesting exhibition of light railway plant was
recently shown at Newlay, near Leeds. It was all the
more noteworthy by reason of the fact that the plant
is intended for the first light railway which the Govern-
ment of India has sanctioned. The Barsi light railway,
for which the present equipment is intended, will be laid
along the side of an ordinary country road, the gauge
being 2 feet 6 inches. The rails weigh 30 lbs. per yard,
and as there is no land to purchase, it is estimated that
the cost of construction will not exceed £600 per mile
of single track. The locomotives are of the eight-wheeled
coupled type, capable of hauling 276 tons on a gradient
of 1 in 100, and of 150 tons on a gradient of 1 in 57.
Both the goods wagons and the passenger coaches are
of the bogie type. The object of the demonstration was
to show that heavy loads can be carried over a narrow-
gauge line, and that the permanent way and plant in an
average country district ace simple and inexpensive.
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43
THE SELF-PROPELLED TRAFFIC
ASSOCIATION.
FORMATION OF A LIVERPOOL BRANCH.
The vice-president of the Liverpool branch of the Self-Pro-
pelled Traffic Association, Mr. Alfred L. Jones, on Monday, the
26th ult., gave a luncheon in the Exchange Station Hotel for
the purpose of welcoming Sir David Salomons, Bart, president
of the Association, on the occasion of his visit to that city to
deliver an address before the members of the newly-formed
local branch of the Self-Propelled Traffic Association. About
50 gentlemen assembled besides the principal guest, Sir David
Salomons.
Invitations had been extended to the following : — The Earl
of Derby, Prince Bhanuganger, of Siam ; Colonel A H. Holme,
Sir W. B. Forwood, Captain Wilson Wilson, Professor Hele-
Shaw, Messrs. A. Bromley Holmes, A J. Lyster, J. A Brodie,
A. Musker, G. F. Ransome, H. H. West, J. Wilson, J. F. Wood,
E. Shrapnell Smith (local hon. sec), G. H. Cox. M. Bannister,
H. P. Boulnois (city engineer), C. MArthur, L. Jones, A. Sinclair,
W. J. Davey, F. C. Danson (president), T. H. Barker (secre-
tary Liverpool Chamber of Commerce), A. Cook, A. Elder,
J. Dempster, Ellis Edwards, John Holt, J. Thorburn, E. Bindloss,
W. J. Stewart, D. Jones, J. Pinnock, S. B. Cottrell, H. G.
Clarke, &c. Public engagements prevented the Lord Mayor
attending, and the Prince of Siam had left the city.
After luncheon, Mr. Jones, in his introductory remarks, said
that much of the agitation and many of the facilities offered
in improved road locomotion were due to Sir David Salomons's
energy, foresight, and ability, both inside the House of Commons
and out (hear, hear). He (the speaker) had attached himself
to the society for the sole purpose of obtaining improved means
of getting cargo to and from Liverpool and adjacent places.
One of the most wicked expenditures of money had been the
making of the Manchester Canal, which would not secure the
object the Manchester people had in view — viz., taking steam-
ships to Manchester, because the steamship of the future would
be altogether unable to enter the canal.
Sir David Salomons acknowledged the cordial expressions
of Mr. Jones concerning himself. Proceeding, he said if those
who were going to start a system of transferring passengers or
goods from one point to another could evade the purchase of
land and the necessity of capital for the laying of the permanent
way and its up-keep, they could do the work of transit very
much cheaper than a railway company which started with those
disadvantages at its back. Under the system he referred to
they ' had the advantage of roads kept up and repaired by the
ratepayers, and with it they ought to compete most favourably
with the railways in the cost of conveying goods. A penny per
ton per mile was an exceedingly reasonable figure to place on
transit by road with any known form of locomotor. The
chairman had a scheme before him of carrying goods at even
a lower rate. The scheme was that of road trains not under
the new Act, but under the old Act, to go at a speed not
exceeding four miles an hour, carrying goods for less than a
penny a mile between Liverpool and Alanchester. It appeared
to him if that scheme were going to be such an exceedingly
profitable one— to say nothing of what the railways might do in
consequence— they would have road trains innumerable between
Liverpool and Manchester, sufficient almost to make the roads
themselves impassable in a very short time. A question which
arose was, would the county councils or other local authorities
keep and repair the roads under those conditions without extra
contributions from those who used them ? It would not be fair
to ask the authorities to do so. There was a solution, however,
for that. Those who benefited by that form of traction should,
under the special clause of extra wear aud tear, help the other
unfortunate ratepayers in paying their rates (applause).
Mr. G. F. Ransom k, a Liverpool engineer, believed the scheme
mentioned by Mr. Jones to be thoroughly practicable. It was,
be said, working in some parts of the country.
Sir David Salomons proposed the health of Mr. Jones, who,
in responding, said his great object was to make Liverpool more
successful than she had ever been.
The company then separated.
Address by Sir David Salomons on the Motor-
Carriage Industry.
In the evening, Sir David Salomons delivered the inaugural
address in connection with the Liverpool branch of the Self-
Propelled Traffic Association, in the Royal Institution, Colquitt
Street. In the unavoidable absence of the Lord Mayor, the
president of the Liverpool centre of the Association, the chair
was occupied by Mr. A L. Jones, who was supported by a
number of leading engineers, members of the Liverpool
Chamber of Commerce, and others. Jt should be mentioned
that the local vice-presidents are Mr. H. Percy Boulnois,
Mr. Alfred Holt, and Mr. Alfred L. Jones. The Council
consists of Mr. Maunsell Bannister, Mr. John A. Brodie,
Mr. E. R. Calthrop, Mr. George H. Cox, Mr. A. Bromley
Holmes, Mr. A G. Lyster, Mr. Arthur Musker, Mr. G. F.
Ransome, Mr, H. H. West, Mr. John Wilson, and Mr. J. T.
Wood. Mr. E. Shrapnell Smith is the energetic honorary
secretary of the centre. The number present exceeded 400,
and amongst those who attended were :- -Alfred Holt, H. Percy
Boulnois (city engineer), F. C. Danson (president Liverpool
Chamber of Commerce), W. J. Stewart (Stipendiary Magistrate),
Professor H. S. Hele-Shaw (University College), E. Hallon
Cookson, C.C., W. H. Williams, C.C., Thomas Menlove, C.C.,
Charles H. Giles, C.C., Louis S. Cohen, C.G, George H. Ball, C.C.,
W. J. Carmichael (Lancashire and Yorkshire Railway), J. Shaw
(London and North- Western Railway), John Macaulay (Mersey
Tunnel Bailway), J. Audley F. Aspinall (chief engineer
Lancashire and Yorkshire Railway, Horwich), M. C. Bannister,
John A Brodie, E. R. Calthrop, Geo. H. Cox, A. Bromley
Holmes, Arthur Musker, G. Frederick Ransome, Henry H.
West, John Wilson, C.C., J. T. Wood, C.G, Laurence Jones
(solicitor to the local branch), T. H. Barker (secretary Liverpool
Chamber of Commerce), Dr. Francis Melach, Dr. Proctor,
Dr. Percy Marsh, Colonel Gamble, C.B., Colonel A. Hill Holme,
J. P., Eustace Carey. Alexander Wall, Dr. J. W. Hay ward,
Dr. C. W. Hayward, A. R. Marshall, M. Zaguxy, Chas. H.
Beloe, C.C., Major W. A. Pride, Dr. Henry O. Forbes, A. J.
Pilkington, R. J. Glasgow, J.P., S. B. Cotterell (Liverpool
Overhead Railway), C. H. Darbyshire, J.P., Geo. S. Hazelhurst,
J.P., D. de Ybarrondo, Alex. Dalrymple, Percy Bateson, H. L.
Higgins, R. E. Warren (Midland Railway), and E. Shrapnell
Smith. Amongst the audience there were some 40 ladies.
The Chairman, at the outset, said he did not know any town
in the country where the use of the self-propelled vehicle was
likely to be more beneficial than Liverpool (hear, hear).
Sir David Salomons, who was very cordially received, after
paying a graceful compliment to the energy and intelligence of
the citizens of Liverpool, said : — The place I have occupied in
regard to self-propelled traffic is so exceptional, that it is
difficult for many to believe that I have not some ultimate
interest in the movement. Business men cannot always
appreciate the position of those who are devoted to the applica-
tion of science, and whose pleasure it is to work and expend
money in this direction, without the expectation or desire to
receive interest in return. It is my good fortune that, by
devotion to practical science, I can hope to influence others, for,
with an engineer's training, and having studied the question to
be dealt with to-night very closely for a number of years, I am
able to speak freely, and without fear or favour. I should not
refer to myself in such terms, but for the reason that I am
anxious to assure my hearers that all I say is honestly what I
believe ; and further, that it is not ray desire to give offence in
any direction. My object is simply to put the whole case fairly
before you, without paying compliments to anyone.
The Doubtful Value of Patetiti.
One opinion from which I have never swerved upon this
question is that uo patent connected with self-propelled traffic
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Novbmbbh, \m.
is worth the paper it is written upon, whether the patents will
bear the test of the Law Courts or not. All fresh capital
required for the production of the new vehicles should be
utilised by enlarging existing workshops, or for the erection of
additional factories as well as for working capital. There is no
reason for locking up large sums of money in patent rights
except for the benefit of company promoters and their companies.
Any industrial concern heavily loaded with unproductive capital,
must necessarily either charge the public an undue profit on
their goods or fail, and since there is no impediment in the way
of producing the best possible self-propelled vehicle (the question
of patents not arising, except in some cases to an inappreciable
extent), it would be unjust that any attempt should be made to
compel the English public to pay an unfair price for an article,
only to benefit the few who are feathering their nests. It must
not be supposed from these remarks that I grudge the inventor
a portion of the profits which might arise from the article which
he has devised or improved, but I object to the trading in
patents by sale outright, which so often acts unfairly to the
public an well as to the inventor himself. I have always con-
tended that the equitable way of dealing with such property is
for the patentee to accept deferred interest and, if required, a
moderate sum paid down in money or shares according to the
nature of the circumstances, the transaction being such that in
the case of the manufacture (which all. patents must be) the
patentee, should his invention prove of value, would derive the
benefit jointly with those who hold his rights, and vice vertd.
As a natural consequence the patentee and the manufacturer,
in regard to the article produced, would stand or fall together.
Self-propelled traffic, although it has in recent years been
hampered in this country, is so old, so well known, and has been
worked out by such able men in the past, that every form of
engine, and every type of gearing which has a value, is public
property. Further, every patent of any value in connection
with gas and oil engines has expired, so that to the Englishman
the world is now open for the production of self-propelled
vehicles without let or hindrance, whatever may be said by
interested parties to the contrary.
Steam the Motive Power of ths Future.
I have expressed myself very strongly, that steam and steam
alone will be the future power of self-propelled traffic. You
must not understand me to mean that there is absolutely no
place for other forms of motors. This I fully recognise, yet I
feel confident that within a short period, in nine out of every
ten motor vehicles constructed, steam will assert its supremacy.
You will see the point more forcibly when I deal with the
subject in detail.
The Initiation of Rerent Legislation.
The celebrated 1881 Appeal in the Court of Queen's Bench
decided till November 14th, 1896, the fate of motor locomotion
on the highways, for the decision placed every vehicle self-
propelled within the narrow limitations of the Locomotives
Acts, which were created to deal with heavy traction. The
definition of a locomotive in one of these Acts is such that the
lawyer's well-known "coach and four" could not drive through
it. Although many gentlemen, including myself, have been
given the credit of helping forward the new Act, it is only fair
to point out that the first credit is always due to Mr. Shaw-
Lefevre, who introduced a Bill in the final Session of the last
Parliament, and that he did so without public agitation is a
proof that he is a man ready to recognise the wants of modern
society. His Bill, however, was faulty in regard to one point.
Had this Bill become an Act without considerable amendment,
the question would have been left in the hands of the local
authorities, and once more there would have been an Act,
which would probably have been unworkable, in consequence
of different districts adopting dissimilar regulations. The
manufacturer might have had to consult the requirements of a
hundred or more local authorities, whose demands might have
been constantly varied. The user of the carriage would also
have been hampered quite as much as the manufacturer.
Advantages of the Neu> Laic.
The present Act is free from this blemish, and the high roads
of England are made continuous under one system of regulations.
The manufacturer, by the study of two sets of rules to be issued,
one by the Local Government Board, and the other by the Home
Office, will be able to conform to the requirements of the State.
These rules will be framed in the interests of public safety, and
therefore an advantage to all concerned.
The Paris-Marseilles Contest.
From time to time I have published pamphlets and articles
dealing with the subject of horseless traffic. I will, therefore,
not weary you with a recapitulation of all that can be said on
the matter, but leave the past and go straight to /my recent
visit to Paris on the occasion of the Thousand Miles Race, and
from its results draw deductions according to my own judgment.
About 60 carriages were entered, but on the day of the start
32 only appeared. So few, out of the total entered, arriving
at the starting point was due to many manufacturers having
found that their vehicles were not sufficiently perfect, or could
not be prepared in time. The fact that steam was only repre-
sented by two carriages, and that these failed to make any
headway, will by many be taken as an argument against this
agency." On one point the French differ from the English, in
not being so practical. The Englishman would finish his
carriage long before the day of the race, and experiment with
it Our neighbours, however, leave matters to the last moment,
although there are, of course, exceptions to this rule. I saw
the two steam carriages 48 hours before the start, and at that
time the wheels were not completed ! These carriages, so far
as their build and system are concerned, were good, though
heavy. The wheels, in consequence, formed an important
element in the success of their running. My own opinion,
from the first, was, that accidents apart, the race would lie
between M. Levassor and M. Peugeot. The result was in
accordance with my expectations. M. Levassor was successful
in one class, and M. Peugeot in the other.
The Works of MM. PanharJet Levas&or.
The first mentioned gentleman very recently showed me over
his works, and I cannot do better than pay him the compliment
that his factory is organised on the best English lines, with the
most modern machinery. The whole of the engineering portion
of his carriage is as well and accurately made as a piece of
watchwork. The engine employed is a modified Daimler, called
the Pygtn6, and is a great improvement on the Daimler engin e.
M. Levassor did not use any special carriage in the race. H e
employed the benzine motor and gearing which he has for some
tims past adopted, and was consequently well prepared when
the day arrived.
The Peugeot Motor.
A year ago M. Peugeot purchased his engines from MM.
Panhard and Levassor. He then decided to make one of his
own type, and after much experimenting, only reached a
successful result a very short time before the race. Indeed, the
carriages sent in from his manufactory only reached Paris a
day or two before the start, and the "bodies" were in an
unfinished condition. It is truly remarkable how well these
carriages have run, seeing that there was no time to make the
necessary experiments. In the Peugeot engine there are two
cylinders, and they are horizontal instead of vertical, as in the
Levassor type. The time was too short to make anything
beyond a cursory examination of the Peugeot motor, but it
appears to remove the objectionable points existing in the
Daimler engine.
The Daimler Engine.
To describe briefly the construction of the Daimler engine,
of which so much has been heard. It consists of three parts : —
1. A double-cylinder Otto gas-engine pure and simple, the
patent of which has run out some years.
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2. A cam arrangement for working the valves, which is
similar to a method previously used in connection with
gas and steam-engines.
3. A governing device which is an absolute copy of the Corliss
trip gear.
This latter adaptation is the weak point of the engine. The
Corliss gear is perfect for a steam-engine, but too delicate for
these quick-running, small engines on account of the numerous
springs necessary. Yet, although there is absolutely nothing
novel in the Daimler engine, great credit is due to the designer
for having made one of the first attempts to construct a very
small, light, and quick-running oil motor suitable for a carriage
or any other purpose. From what I observed in the Peugeot
motor, the disadvantages of the '' Daimler " have been overcome.
The working parts are more accessible, and the multiplicity of
springs has disappeared.
Sir David's Opinum o/t/te Result.
The difference in running between the Levassor and Peugeot
carriages in the race has been so small, that, when allowances
are made — for in the case of M. Levassor he waj ready long
before anyone else, and M. Peugeot was only prepared on the
eve of the race — it is evident there is not much to choose
between the two. Knowing M. Levassor personally, I am
quite prepared to believe that he will still further modify the
governor to simplify his engine. Of the other carriages which
competed, those of M. Delabaye ran well, but there is nothing
very novel in them beyond the general assemblage of the parts.
Carriages of the type of the Benz were run l>y the Maison
Parissienne, but notwithstanding the French name of the
Company it was curious to observe that the conductors spoke
in German. M. Bollee entered a carriage and two of his
tandem cycles, which have been so well advertised. These
latter I regard as dangerous from every point of view. They
are complicated, and first engineering principles are disregarded.
The single driving wheel at the back gives an insuificient grip
on the road, with a tendency to throw the man out in
consequence of the back wheel " dancing."
The Time occupied in the Contest.
In consequence of the great stirm which occurred the day
after the start, and owing to various little accidents which
happened, considerable delays were experienced, which brought
down the average rate of running in the race. But there is one
|Hiiut I would call your attention to. It must not be imagined
that because the whole distance was traversed in a given time,
at the average rate of approximately 25'5 kilometres per hour,
that if. you purchased one of these carriages you could do
anything approaching the same record. In the first place,
emllea* quantities of duplicates were carried in case of need.
Secondly, a perfect army of workmen, the best that France
could produce in this trade, accompanied the carriages. Thirdly,
the speed attained down the hills was tremendous, to make up
for the slow speed uphill. It would be impossible for anyone
to perform the distance in the race time if he complied with the
law of France as to a maximum speed of 20 kilometres (14 miles)
an hour, carried only a reasonable quantity of duplicate
material, and travelled with one conductor, who would
naturally be a mechanician, unless the owner was one himself.
In this case the time occupied would be double or tieble that
taken in the race.
Increase of Power found to be Xecessan/.
Technically, in regard to the carriages which entered, there
was absolutely nothing new of engineering interest, beyond the
fact that makers have learnt that more careful work is required,
and that the horse-power found to be necessary has been raised
from three or four to six. This power is still insufficient for a
hilly district such as is found in parts of Kent and elsewhere.
Anything less than 8-horse power is not of much service for an
average speed of 12 miles an hour, if the legal maximum is not
at any time to be exceeded. The vibration produced when the
carriages were standing has not been remedied, nor has any
fresh arrangement been devised for stopping and starting the
engines in the traffic.
The Steering of Motor-carriages.
Much surprise was caused by the recent appearance of an
article on the self-propelled traffi : question in one of our leading
engineering papers, condemning both the steering properties of
the present motor vehicles as well as the new Act. The writer
of the article must either have been biassed or have been
ignorant of the subject. A proposal is therein mentioned to
attach ponies to motor-driven carriages to give the direction
whilst employing the motor to do the work I Now, anyone
who has the smallest experience of motor traffic knows perfectly
well that it is far easier to guide such carriages than any horse,
and I was able to prove this to the complete satisfaction of
Major Tullock, C.B., who visited Paris officially at the instance
of the Local Government Board.
Various Types of Motors — The Oil-engine.
I will now deal briefly with the various types of carriages,
that you may judge of the advantages and disadvantages of
each form. The ideal heavy oil motor for light work has not
yet appeared on the market. To volatilize or to spray the oil,
a special form of carburetter, or some equivalent, is necessary,
lesi simple in form than that required with the lighter spirits
like benzine. Besides this, the exhaust gases have a very
disagreeable smell. Many attempts have been made to scent
the oil, but the success met with is somewhat doubtful. That a
suitable heavy oil motor will eventually be made, no reasonable
man can doubt. Petroleum motors using mineral spirit such as
benzine are the favourites at the present time. A large number
of engines of this type are on the market. In every single
instance they are ordinary gas-engines. The carburetters are
very simple. Water is necessary to cool the cylinder, except in
those cases where the power is small, and in these the heat
is dissipated by means of metal webbs cast on the cylinder,
or by making the cylinders exceedingly thin, so that no large
mass of metal is required to be cooled. I do not consider that
any engine of this type is satisfactory when the power exceeds
i horse, unless water for cooling is used. Many engines of a
farger size have been shown without a water jacket, but an
expert would be very sceptical in regard to their performances
if put to real work. Such engines may run round in a room or
yard very well, but if placed on a hilly road on a hot day the
chances are that they would come to grief, or give off very little
power. Only those who have had considerable experience with
a carriiige driven by a benziue-engiue can realise the little
difficulties which arise. All the working parts are placed so
closely together, that should any slight accident occur when on
the road, and the engine pull up, it is, in most instances,
impossible to remedy the defect, because all the working part*
are so hot, that even with thick gloves, the hands cannot be
inserted between the machinery. It is absolutely necessary to
grind the valves periodically. Otherwise, in a comparatively
short space of time the engine will give off little or no-power.
The grinding process is by no means easy, except for a mechanic.
The best form of benzine motors have two or more cylinders,
and the working parts generally are fairly complicated ;
consequently there are a large number of screws, nuts, bolts,
stuffing boxes and connections, which the rattle of the road
is liable to loosen. Should this occur, as it does pretty
frequently, and tightening up is not at once resorted to,
portions of the engine may be lost, and the occupants of the
carriage landed high and dry miles away from home. It is
absolutely essential that the owner, or his man, should be a
mechanician, and anyone purchasing a carriage on an assurance
to the contrary, will" soon discover his error, though after many
sad experiences, the owner or his man will, by force of circum-
stances, become a workman, unless totally devoid of mechanical
sense. This experience will also have to be paid for, because,
at the beginning, a practical man will have to l>e called iu from
time to time to put matters right. In regard to benzine, the
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difficulty of storage enters, which will always be a source of
trouble in large towns. To sum up the foregoing remarks, I
would never advise a friend to purchase a benzine-driven carriage,
unless he was made well aware of the disadvantages.
. I drantaye* of Oil.
The advantages may be summed up in the following manner :
— If the vehicle is supplied with a powerful motor, is constructed
by a good maker and the driver is a mechanician, he will be
able to travel immense distances at a good average rate of speed
— an advantage which is not possible with the horse. Further,
in the winter, he need not fear slippery roads, and he could
drive his carriage from within a glass canopy. When calling
anywhere he would have no qualm as to keeping his horse
standing. If he has a suitable arrangement, something like a
condenser, for cooling the water, there is no reason why the
carriage should not travel 24 hours and more at a stretch
without taking in supplies of any kind.
Benzine Troubles.
To give an idea of one of the troubles least anticipated, which
may arise with a benzine motor-carriage, I may mention that
I was stopped last month on ray road to Paris, in consequence
of a tube leading from the reservoir to the engine becoming
blocked up with deposit from the benzine. Accidents, similar
in character, have been reported to me by friends. The con-
sequence is that I am now changing the pipes for others of
larger section, and so connected that they can be cleaned from
end to end at a moment's notice. It has been supposed that
the deposit in the tubes is due to the use of inferipr benzine,
but this is not the case. About 23 years ago a Company was
formed to enrich coal gas by passing it through benzine. It
was intended to place in every house a cistern of benzine, which
liquid would be changed from time to time by the Company,
an annual charge being made for this purpose. I decliued to
place the apparatus in my house, until I was convinced that the
pipes could not become incrust&ted, and after making some
experiments I soon discovered that a deposit was formed in the
shape of crystals, in appearance like cotton wool, as well as a
condensation. From these experiments and my recent ex-
perience, it is quite clear that all pipes employed for benzine
should be large, and so arranged that they can be cleaned from
time to time, quickly and with ease.
Igniting the Explosive.
Some makers use the well known gas-engine ignition tube,
and others the electric spark, to ignite the gas in the cylinder.
The lamps have the disadvantage of being troublesome in verv
windy weather. No doubt, in time, this will be remedied,
though it is not so easy as anyone would be led to believe, in
consequence of the large amount of air necessary to keep them
burning. I have myself been stopped on one or two occasions,
owing to the lamps blowing out, and great difficulty is ex-
perienced in re-lighting them, because the lights are geuerally i
extinguished at an exposed place, and they must be heated first I
before they will burn. When an electric spark is employed |
there is the risk of the accumulator or primary battery becoming |
exhausted when far away from any place where a fresh score
can be taken on board. For a long journey a duplicate source I
of electric energy should be carried, and in a strange land,
where renewal is impossible, lamps are preferable, because
primary batteries are always troublesome, and, as a rule, are
not fit for use until they have stood several hours after being
charged.
The Dwn-Bouton Tricycle.
There is one type of benzine carriage which is worthy of
special attention. It is the De Dion and ISouton tricycle. This
carries a little engine of about ^ horse-power. The ignition is
electric, and the iiedals are employed as an auxiliary force.
Both muscular anil engine power are necessary on hills, and on
fairly level country there is no fault to be found with these
tricycles, but in hilly districts they are tiring. The machines
are good and well made. I have two of them myself, and
they answer the purposes for which they are required in au
admirable manner.
The Power required to Driven Motor Vehicle.
It has often been asked, Why should the horse-power required
to be carried by a carriage be greater than that necessary when
the horse occupies his place in front I This is due to the
position of the motive power. When it is placed without the
carriage, as in the case of the horse-drawn vehicle, the wheels
are lifted over the various impediments existing on the r<;ad.
When the power comes from within, the tendency is to push
the wheels into the ground when an obstruction is met with.
This disadvantage may be partly overcome by the employment
of very large wheels, but, no doubt, in course of time, our
present notions of design in regard to these carriages will
become modified. In theory, to obtain double the speed, four
times the power is necessary, yet with the motor- propel led
carriage, within the limits of the speed permitted on the
highway, the increase of power for a given increase of speed
is almost in an arithmetical instead of in a geometrical propor-
tion. In other words, to obtain double the speed, instead of
four times the power, very little over twice is needed. It must
not be inferred that iu practice the theory is upset. The reason
is that at a greater speed the obstacles on the road are overcome
in a different manner, and therefore offer less resistance to
the advance of the vehicle, than when travelling at a slower
rate.
Electric Carriages.
Carriages driven by electric energy have not yet come within
practical range for general purposes. The weight of the
accumulators and the necessity of charging stations are the
stumbling blocks. The comparatively light accumulator,
capable of being charged and discharged rapidly, must require
frequent renewal, and this expense few are willing to face.
Electrically-driven carriages may yet have a limited use.
The Str pallet .Steam Motor.
My faith is more than ever pinned on steam, after seeing the
recent carriage of M. Serpollet in Paris. When writing about
his carriage, and of st«aui geuerally, I had pointed out that
complete success could only be obtained when a good heavy oil
burner appeared, aud M. Serpollet accepting this view,set to work
assiduously, and his labours have l>een crowned with success.
The carriage I rode in is a light voiturette for two persons, with
the boiler placed behind and out of sight. One large heavy oil
petroleum burner serves for the fire. The engine of this little
carriage can give off 10 horse-power with ease. The carriage is
on three wheels, but I understand that four will be employed in
the new ones. It runs up the steepest hills as if on level ground.
The ride from Paris to Versailles is very hilly, aud with my
carriage I required an hour and twenty minutes to make the
journey, but the little Serpollet carriage covered the distance in
somewhat over half an hour, and on the long steep inclines it
rushed in front of every other vehicle, whether motor or horse
drawn. The only fuel necessary to be taken in upon a long
journey is water, and this is required but every three hours.
A sufficient store of heavy petroleum can be carried for a very
long journey. In the new carriages, which will be made after
the model of the experimental one, a condenser will be added
capable of condensing a portion of the steam, and thus enabling
a longer journey to be made before obtaining fresh water. The
carriage requires a few minutes' pre|>aration, say four or five,
before it is ready to start. The time is occupied in the com-
bustion of a small quantity of methylated spirit to warm up
the burner that it can be lighted. The speed is regulated by a
pedal, and the price is so reasonable, viz., £120, that this vehicle
must have -in enormous future. There is not the slightest doubt
that the steam-carriage, as solved by M. Serpollet, is the coming
niie. The machinery is simplicity itself, and of a character
known to almost every village smith — the ordinary steam-
engine. The boiler is small, uoiiexplisive, and self-cleansing.
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The burner has nothing in it to get out of order, and the power
given off is enormous compared with the size and weight of the
vehicle. Larger types will be made on the same lines as soon
as the numerous orders, which are pouring in, can be got off
hand. The weight of the carriage described is between 8 and
9 cwt. It is unfortunate that the experimental carriage was
not completed some months ago, instead of but one week before
the race. Had this been the case steam would probably have
competed successfully with benzine-driven carriages. I think
it may be fair to point out that many boilers of this type are in
existence ; indeed the principle of only admitting sufficient
water into the boiler to supply the steam needed is much older
than M. Serpollet. The chief credit which attaches to this
gentleman consists in the fact, that after experiments extending
over many years, and after repeated failures, he has, by his
persevering efforts, probably attained a better knowledge of
this class of boiler than anyone living, and his advice, guided
by his experience, therefore, has far greater value than his
patents, whether they be good or bad. Three weeks ago M.
Serpollet left Etretat at 8 a.m. in his experimental steam-
carriage, and arrived in Paris at 6 p.m., thus covering the
distance of 240 kils. in 10 hours, at an average rate of 24 kils.
the hour, which speed is equivalent to nearly 16 English miles
per hour. The actual rate of running must have been greater,
but the times of the various stoppages are not given.
Steam, v. Petroleum.
Those who have read what I have from time to time pub-
lished on the Self-Propelled Traffic question may think that my
views have somewhat changed, and that having been in favour
of petroleum motors I now prefer those actuated by steam.
This is by no means the case, because steam has always been
my favourite, but I have simply discussed vehicles as they
existed, and until recently the difficulties in the way of applying
steam to this class of light traffic on highways had not been
overcome. I still believe that motors employing light or heavy
petroleum will have a considerable future, although eventually
steam is likely to supersede them. For the moment electricity
is out of the running, but it is quite possible that improvements
will be forthcoming which will place this agency on an equality
with steam, or even before it.
Trade the Ruling Factor in Great Britain.
In Fr-Mice, motor-carriages have b?en taken up as a kind of
sport, and in general the class of men who purchase them care
little whether they throw away £100 or not, but the great and
immediate future of self-propelled traffic in England will
undoubtedly be in connection with trade. The sporting element
of society will never be induced to give up their horses, and the
poorer gentry and small tradesmen cannot afford to purchase
motor-carriages until they are assured that ;i really satisfactory
vehicle can be obtained. There will undoubtedly soon be seen
on the roads a very large number of motor delivery vans for
railways, factories, shops, and other business houses, for the
simple reason that they will not wait for the little refinements
required in a private carriage, and the cost of replacing their
vans at a later period will not be an important matter. The
reason for this is that every motor-wagon or cart will be doing
the work of from four to six horses per day at a far lower cost.
The rent of stabling for horses will also be saved, and these
economies will cover the cost of the van in a comparatively short
time — say two or three years. The trader will not only reduce
his expenses but add to his profits, because his circle of delivery
will be much increased, since his vans will travel greater
distances. Each van could ac;omplish a fifty mile run from the
shop or warehouse in the course of an afternoon — a journey
which no one would dream of attempting with horses. One
other advantage, a motor-van can be left standing in an open
yard, and at the end of a day's work may easily be sent to the
outskirts of the town for shelter, where the rent is low. This
point does not exist in the case of horse-drawn vehicles, since the
horse cannot be left standing in the open and in all weathers.
In winter especially, heavy traffic will be relieved of a great deal
I of the cruelty to horses which accompanies it at the present
i time, when on a slippery day we see horses losing their foothold
> in all directions.
Condition of the Roads.
England is possessed of splendid roads as compared with
I France, although it is true that in the latter country fine roads
are to be found, but in village districts they are paved with
stone in the roughest manner. Whatever our local authorities
may say in regard to ecouomy of expenditure in road-making,
it is a benefit to a district that the roads should be good.
Anything which will induce people to travel through a locality,
1 must be an advantage, since it leads to more money being spent
: there ; and even where this is not the case, good roads must
lead to increased business and a general reduction in the rates
and taxes.
.1 Forecast.
I can picture to myself that in the next ten or perhaps five
• years, the whole of the heavy traffic, as well as the public con-
veyances of this country will be propelled by motors, probably
steam, instead of by living horse power. Tradesmen and
I country doctors will also have called in this method of loco-
motion to their aid, and those whose occupation requires them
to go to daily business by rail, will be able to live at greater
distances from a railway station, thus paying a lower rent,
which will more than compensate the expense of the motor
vehicle.
The Speed Question.
One of the most difficult points with which the Local
Government Board will have to deal, is that of speed. My
contention is that since "furious driving," and "driving to the
public danger," apply to all light locomotives, whether bicycle,
tricycle, carriage, or wagon, the police have complete power, in
accordance with the Act, to control the traffic for the public
i safety. Consequently, when dealing with speed, only one other
condition is required, which the new rules will probably, in some
form, provide for. It is, that the speed of any vehicle, at any
time, shall not be greater than that the brake may bring it to a
standstill within a given distance, say 50 feet, which is about
twice the length of a horse and carriage.
Conclusion.
I can only conclude by expressing the hope that all those
engaged in trade will give motor traffic a fair chance — not by
rushing into the subject as enthusiasts who spend money without
regard to profits — but as business men who exercise their
• judgment, and prove by a true balance sheet, that motor traffic
is the right thing in the interest of the community, adding
' not only to the prosperity of the manufacturing classes, but
extending also a helping hand to the working population.
(Loud applause.)
At the close of the address several questions were asked and
answered, and a vote of thanks was passed to Sir David
Salomons, on the motion of Mr. F. C. Danson, seconded by
Professor Hklk-Shaw, and supported by Mr. W. J. Stkwart.
On the following day Sir David Salomons left Liverpool for
London. Prior to departing he paid a visit to the Town Hall,
and was introduced to the Lord Mayor. The Earl of Derby
expressed his regret that municipal engagements prevented his
1 presence at the meeting of the Self-Propelled Traffic Association.
] Sir David Salomons afterwards visited the Overhead Railway
and docks, and was aceoinpauied by Colonel A. H. Holme,
Professor Hele-Shaw, Messrs. S. B Cotterill, W. J. Stewart, and
j E. Slirapuell Smith. It may be mentioned that Mr. Lawrence
Jones has been appointed solicitor to the Liver|>ool branch of
I the Association.
The proceedings throughout were most successful, and the
I reception accorded to Sir David Salomons was. very cordial.
' Not content with the official luncheon, which we have reported.
n -2
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Novkhbbk.ims.
gome of the members entertained him to a quiet dinner at the
Palatine Club, prior to the delivery of the address, and many
necessary details of organisation were discussed and to some
extent settled in this pleasant fashion.
The local branch intends to practically disseminate all the
information it can amongst its members, and various papers will
be read before them during the session of 1 890-7. The first of
these (illustrated by experiments) will be by Professor H. S.
Hele-Shaw, M. Inst. C.E., &c, and will be delivered on Tuesday,
December 1st
All interested in Self-Propelted Traffic, who live within a
convenient radius of Liverpool, should make it a point to join
the branch, which bids fair to being a stalwart offspring of the
parent Association.
NOTICE.
The Self -Propelled Traffic Association have derided that in future
all communications to their members shall be conveyed to
them through the column* of tlie Automotor and Horseless
Vehicle Journal. We have made arrangements to enable
this to be carried out.
MOTOR CAR versus LIGHT RAILWAY.
At the annual general meeting of the Royal Scottish Society
of Art held in Edinburgh, Professor Armstrong, who presided,
referred to the passing of the Light Locomotive and Light
Railways Acts. These in relation to the powers they respectively
conferred could not well be otherwise than rivals in public
estimation, and it would obviously depend upon the manner in
which each was administered which of them would achieve the
greatest popularity and success. The cars would do less damage
to the roads than the present traffic, and, moreover, they would
be able to run on the roads as they were. The motor-cars would
be able to enter fields and farmyards, and run alongside the
loading station and upon the quays, so that the farmer would
lie able, not only to deliver, but to receive his commodities direct
and at first hand. He anticipated that in their day they were
destined to witness a struggle for supremacy between the motor-
car and the light railway, and whichever way the battle might
turn, the outcome would be the same— the opening up of a new
and extensive field for the exercise of that inborn mechanical
genius and constructive skill which were the peculiar heritage
of the British nation. (Applause.)
•A^^^^^^^^^^^^^^^^^^^w^t
PROPOSED CYCLE SHOW FOR
NOTTINGHAM.
MOTOR-CAR INSURANCE.
It has now been decided by the members of the Nottingham
Bicycle Club to hold a ( 'ycle, Cycle Accessories, and Motor-Car
Exhibition in Nottingham early in the new year, providing a
suitable hall can be secured, a point which a sub-committee is
at present investigating. The matter was thoroughly discussed
at a meeting of the members of the N.B.C., several members
connected with the trade expressing the opinion that the
exhibition was bound to be a great success. An influential
committee was appointed, with Mr. Ben Richards as lion, sec,
and they are going into the scheme thoroughly. There is no
doubt that the many local manufacturers who do not care to «o
to the expense of showing in Loudon will warmly embrace the
opportunity which the N.B.C. are placing before them, and that
if a hall suitable for the purpose can be engaged the exhibition
will be a great success.
With business-like promptitude the National Cycle and Motor-
Car Insurance Company has come forward to meet the danger
which may arise from the use of motor vehicles, and is prepared
to insure the owners against damage to person or property.
The offices of the C mip.iny are situated at 33, King Widiatn
Street, London, E.G., and, with the object of obtaining some
information as to its work, we recently sought and obtained an
interview with Mr. Edward Willson, its able secretary.
The task of organising an insurance company is au arduous
one, involving, as it does, nearly as much work outside as it
does in, and we were, therefore, not surprised to hear from
Mr. Willson that he had recently visited the principal towns of
England, Scotland, and Ireland, arranging branches of the
!
I Mr. Edward Willson,
i Secretary of the National Cycle and Motor-Car Insurance Company.
Company's business, inducting district officials, and interviewing
| agents, and contemplated a trip to Paris for the same purpose.
The difficulties in establishing a new insurance company are
always very great, in consequence of the cost of initiating a
successful opposition to the old-established and ofteu conserva-
tive concerns which have the ear of the public ; but the great
possibilities which are in store for the automotor industry have
been alluring to Mr. Willson from the first, and suggested to
him that a Company established for the purpose of insuring this
traffic on the lines upon which existing companies insured
ordinary horsed traffic would, by making it a special feature,
attract to itself a volume of business concurrently with the
extended use of the new vehicles. The idea was not an easy
one to carry out. There were those who derided the notion
of the motor-car being for another decade anything more than
a phantasm.
It became necessary, therefore, to expand the scheme so as to
include all tiie ordinary branches of accident insurance. Hence
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49
the title of the Company, which was the ultimate outcome of
his efforts, viz., the National Cycle anil Motor-car Insurance
Company. At this stage Mr. Willson entered into an alliance
with Mr. James Jeffries, the alter ego of the undertaking, who
occupies the position of the Company's manager. The title of
the Company is certainly felicitous, but has a drawback in not
sufficiently covering the various branches of the business, which
also include insurance against personal accidents, sickness,
ordinary traffic liabilities, employers' liability, burglary, plate
glass, traction engines, sailing barges, and steam- tugs.
Naturally a new comer in the insurance world has difficulties
to encounter, but the Company, by a judicious selection of its
officials, has made great headway, assisted as they have been by
a board of directors constituted as follows : — Colonel C. W.
Wilson, D.L., J. P. (chairman, the Brewers and General Fire
Insurance and Guarantee Corporation, Limited) ; Mr. Clement
A. Ravenscroft (director, Birkbeck Bank) ; Mr. David F.
Carmichael (director, the Madras Railway Company) ; Sir
Edward Lee ; Mr. C. H. Tindal, director, Walkers, Parker, aud
Co. ; and Mr. Sidney Lee (editor Cycle Trade Journal, and
director of the Dunlop-Truffeult Company).
The board is composed of business men, who, in dealing with
claims, have adopted a broad and liberal policy which can alone
ultimately succeed in insurance matters. They avoid legal
quibbles, and construe their liabilities to their clients in a
generous spirit.
The National Cycle and Motor-Car Insurance Company will
exhibit, on the 20th instant, at the Stanley Show, at the
Agricultural Hall, and on the 4th December, at the National
Show at the Crystal Palace, their stand numbers being 6 ami
117 respectively. It may be mentioned that they have secured
a large amount of the insurance work amongst the exhibitors
at both establishments.
BRISTOL ENGINEERS AND MOTOR-
CARRIAGES.
The first meeting thus session of the Bristol Association of
Engineers was held on Saturday evening, the 24th ult., at the
Queen's Hotel, Clifton, the President, Mr. John M. McCurrich,
in the chair. There were present : Messrs. J. R. Bennett, H.
A. Chattock, F. J. De Soyres, C. Cooper, W. Fiddos, J. H.
Fiddes, T. J. Moss Flower, R. Fenton, G. E. Ford, G. Garrard,
I). L. Harris, J. W. J. Harvey, F. W. Hudson, H. J. Jacques,
A. W. Metcalfe, T. Morgans, J. A. McPherson, P. Monro, A.
Peckett, T. L. Perkins, H. C. Parkinson, E. M. Rees, J. Rvan,
W. Stagg, D. Stuart, W. Thomson, N. Watts, T. H. Yabbioom ;
visitors, Messrs. Morgan and Brownlow.
The President having thanked the members of the Associa-
tion for the honour they had done him in electing him their
President, and the ordinary business of the meeting having been
completed, he called upon
Dr. J. Rvan to read his paper upon " Motor-cars." Commencing
with the early history of the subject, the speaker referred to the
steam-carriages of Cugnot, of Symington, and of Trevethick.
He dwelt upon the very considerable progress that was nride
with steam omnibuses and coaches in the early part of the
century by James, Gurney, Dance, and Hancock, as well as
Maceroni and Squire, Hill, and others. The era of the traction
and agricultural engine was next dealt with. The modem
aspect of the question and the recent developments in motor-
cars were finally treated and illustrated with numerous views.
The results and lessons of the various French competitions were
discussed. Paris-Rouen, 1894 ; Paris- Bordeaux, 1805 : Paris-
Marseilles, 1896 ; and the ( 'liicago competitions of 1895 were
considered. The paper was illustrated throughout by interesting
oxy-hydrogen views.
An interesting discussion took place on the conclusion of the
paper, and the meet-ng was brought to a close by the President
proposing a vote of thanks to Dr. Ryan for his interesting
paper.
CORRESPONDENCE.
*#* We do not hold ourselves responsible for opinions expressed by
oar Correspondents.
•„• The name and address of th° writer (not nicessarilu for pnblic%-
lion) MUST in all cases accompany letters intended for insertion,
or containing queries.
A MEMBER OF PARLIAMENT ON AUTOMOTORS.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — The Automotor has made a brilliant dSut. The
editor, publisher, and everyone connected with it deserves the
thanks and appreciation of the public for the very excellent
publication they have so successfully started. The far reaching
and enormous issues connected with, aud incidental to, the
introduction of horseless carriages, it is impossible to estimate.
The historian of the future will look back upon November Nth,
1896, as an epoch to be marked for all time as one that effected
one of the most revolutionary, yet at the same time useful,
changes of a very changing century.
Foremost among the few who called the attention of our
Parliament to the startling and novel mode of travelling, the
Right Hon. Shaw-Lefevre takes first place. Sir David Salomons,
outside Parliament, both here and in France, has done giant's
work in popularising this most modern mode of moving from place
to place. Perhaps you will kindly allow me to take an humble
share with my worthy colleagues in my just claim to be the first
person who in this present House of Commons had the honour
of bringing the matter of motor-cars before the notice of the
House, and directing Mr. Chaplin's attention to it, who at once
gave it his most cordial support, and with the able assistance of
his Under-Secretary, Mr. T. W. Bussed, brought the Bill to a
most triumphant issue, and pushed it through all its stages in
the Commons and the Lords in a remarkably short time on
August 14th last, when it had the Royal Assent. The general
good sense of both Houses seemed to give an almost unanimous
approval of the principle of the Bill, and sent forth this British-
born bantling of foreign parentage, bred from an iron race of
strong giants, to run on roads without rails— hither, thither, and
everywhere — not merely from John o'Groats to Land's End,
but, if necessary, from Chester to Calcutta, or Manchester to
Moscow, when carried across the Channel.
The recent races held in France from Paris to Bordeaux, and
Paris to Marseilles aud back, the latter being held under most
unexampled difficulties of storm and tempest, have uncontes-
tably proved to a critical and yet appreciative public what
enormous strides have been made in mechanical locomotion by
these most modern discoveries of a century that first heard the
screech of a railway whistle in our land, and gave birth to the
wondets of electricity in motion, speed, sound, sight, and light,
as instanced in the miracles of the electrophone, microphone,
and kinetoscope, &c. When we think with what marvellous
speed these wonders have been developed within the last few
years, what great expectations may we not anticipate in the
near future ! Looking back but a very few years we compare
Stephenson's ''Rocket '' with our latest 9:j miles an hour express
steam-engine — we compare the old " bone-shaker '" of 20 or 30
years ago with the sylph-like "safety" of to-day. All this
teuds to indicate, but faintly, what great advancement the
engineering instinct aud inventive genius of our pe >ple is bound
to achieve iu a very short time from the present small and
crude beginning of the best even of our present motor-cars. Go
on, great giant of genim — goon your great career till this old
century of cycles dies of old age to renew its youth in the ever-
increasing progress of science through succeeding generations of
centuries till " time is no more/'
I am, Sir,
Your obedient scrjant and well-wisher,
Cirlton Club, London. Cumminu Macdona.
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THE AUTOMOTOR AND HOUSELESS VEHICLE JOURNAL. [November, 1896.
REPORTED ACCIDENT TO SIR DAVID SALOMONS.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — The following is a copy of a letter I have sent to a
contemporary for publication. Will you oblige me by also
inserting it in your columns ?
" My attention has just been called to a note in a prominent
part of your issue stating that there is a ' rumour ! that I have
met with an accident in a Serpollet steam-carriage. Since I
have not one in my possession, it is clear that such a rumour is
unfounded, and I take the opportunity to contradict it, because
it might injure the prospects of what is probably one of the best
and cheapest motor-carriages of the day."
I would point out that the editor of your contemporary is a
director of the Daimler Motor Company, and therefore leave my
readers to form their own conclusions as to the reason of
inserting such a note, when it is remembered that he might
have inquired of me by letter or telegram as to the truth of the
report.
Yours very faithfully,
David Salomons.
Broomhill, Tcnbridoe Wells,
November 7th, 1896.
AUTOMOTOR FIRE ENGINES.
To the Editor of The Aotomotor and Horseless Vehicle
Journal.
Sir, — The new Act should be of service in introducing a
new method of propelling steam fire engines. Although few
complaints can ever be made against the Fire Brigade for not
being prompt at lire calls, yet thei-e is a certain amount of delay
in getting the horses from the stables, and then attaching them
to the fire engines ; and all this hindrance will be avoided if the
engines are to be worked by the new motor power, for as soon
as an alarm is given the engines can dash out of the station, and
be at the scene of the tire in a very short time. The use of
motor power instead of horse power to the engines will also
be very advantageous in twisting in and out the traffic, and
bringing the engines to a standstill much quicker than
heretofore, and with very much less exertion, and it is
perfectly clear that the expense will be materially reduced.
It would be a happy idea if the Fire Brigade could manoeuvre
some scheme so as to do away with that shouting, or, perhaps
more correct, yelling, when a fire engine is going to a fire. I
should think that a steam whistle, a bell, or some kind of horn
would be a more appropriate instrument for clearing the
road. I suppose, however, we must await events. — I am,
yours sincerely, Watlino Street.
THE OPPOSITION TO MOTOR-CARS.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir,— The report of the meeting of the Warwickshire County
Council and the speeches made by some of the members, if not
very edifying, are at any rate somewhat amusing to read at the
end of the nineteenth century, and would almost lead us to
bulieve that we were living a couple of huudred years back,
when, if anyone had been caught riding on a conveyance without
any apparent motive power, he would probably have been burnt
at the stake as being a magician. Alderman Flavel was very
strong indeed in his denunciation of motor-cars, and gave it as
his belief that they were "diabolical machines." Lord Willoughby
de Broke, of course, was also very energetic in his wrath at the
introduction of "these things" into an agricultural district,
where no one has any right to be considered but landlords and
farmers. It is an extraordinary thing that these people cannot
see the necessity that exists for advancing with the times, and
taking advantage of every new scientific discovery which tends
to benefit the people generally. — I am, &c, Go Ahead.
OLD-TIME STEAM COACHES.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — By the enclosed extract you will see that in the year
1832 an attempt was made to introduce steam vehicles for the
roads, and the first trip was to Birmingham. I hope that now
the idea has been started again of introducing " motor-cars,"
it may be successful, and may be productive of good. Surely,
omnibus and tram drivers and conductors, together with horses,
will hail the day with joy when those who now go to church,
chapel, Sunday lectures, and for pleasure, in public conveyances,
will have their own vehicles, and leave the overworked a Sunday
free from labour.— I am, &c., Antiouary.
[Extract from Ladies' Magazine, November, 1832.]
" Steam Coaches. — From Liverpool we learn that the steam
coach of Messrs. Ogle and Summers, which has lately been
making a trip to Birmingham, entered the former town on
Monday, amidst the acclamations of a crowded populace. Among
the party brought by her were the Messrs. Brotnerton, the late
extensive coach proprietors between that place and Manchester.
Thus has been accomplished by steam power, on our common
roads.a journey from Southampton, through Oxford and Birming-
ham, to Liverpool, over as irregular a surface of country as
perhaps could have been selected for the purpose of the experi-
ment. The objects sought, and of which there is a proof of
accomplishment by these gentlemen, are, in the first place, a safe
method of generating steam, in convenient space, in sufficient
quantity to enable them at all times to propel vehicles on
common roads, at any desired speed, and with such command of
power as will overcome increased resistance from occasional
obstacles, fresh gravelled, soft, or hilly roads. Secondly, the
safe application of this power to vehicles of such construction,
as will ensure action and progress on any description of ground,
ami, nevertheless, be under the immediate control and certain
guidance of the conductor."
MOTOR-CAR SPEEDS.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — It seems to me that the authorities would be unwise in
going outside the Government regulations to place a limit on
the speed of automobiles. By so doing there is, on the one
hand, the risk of giving the reckless an excuse for too fast
driving, inasmuch as they would urge that they were not
exceeding the authorised speed ; on the other hand, there might
and would occur, on roads where there was plenty of room and
but little traffic, the absurdity of fast-driven horses passing an
automobile which was proceeding at the reduced rate laid down
by the local authority. In any case, an automobile is easier
and more speedily controlled and stopped than a horse. Surely
the wiser plan would be to leave automobile drivers to
accommodate their speed to that of other traffic, and to proceed
under the same responsibilities and risks as the drivers of all
other vehicles, whether they be in charge of cycles, vans,
carriages, omnibuses, Sc.-Faithfully yours, Miles.
November 4th, 1896.
"What shall we call our motor-cars when we get them?"
asks a correspondent " We call our bicycles ' bikes.' On the
same principle we might call our motor-cars ' mokes.' Imagine
the delight of being requested by a charming young lady to
' stop that moke ' for her. Mocar is not bad, but it sounds too
much like ' Go-car.' I have a final suggestion to make, and I
offer it to ' The Great Horseless Carriage Company, Limited,'
free, gratis, and for nothing. Why should they not alter the
name of their Company into the London General Pluribus
Company, Limited '! Their conveyance could be called a plus
to distinguish it from bus,"
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NorzHBER, 1806.]
THE AUTO MOTOR AND HOUSELESS VEHICLE JOURNAL.
i"il
REVIEWS OF BOOKS.
" Motor Carriages : The Vehicles of the Future." By
" Vagabond," the Cycling Editor of the Newcastle Daily
Chronicle. (London : Messrs. Walter Scott, Limited.)
Price 6d.
This is a reprint of a series of well written and carefully
compiled articles which appeared in our Northern contemporary
at the end of last year. Tha author, who wields a graceful pen,
has put together some old facts in a manner which renders them
easy of reference, and the little book is in every way worthy of
perusal by all interested in the subjeot. Doubtless in view of
the great impetus which the events of the past few months have
given to autoniotor work, the publishers will make it the basis
of a more ambitious volume in the near future.
"The Principles of the Transformer." By Frederick Bedell,
Ph.D. (London : Macmillau and Co., Limited.)
The author of this work, from his position as assistant
professor of physics at Cornell University, and hi} deservedly
high reputation in the mathematical field of electric science, is
entitled to speak with authority on the abstruse and somewhat
complicated problems involved iu the construction of trans-
formers. The growth of this particular branch of electrical
research has been rapid. Ten years ago, the idea of generating
it current of high tension and low quantity, and then trans-
forming it into a current of comparatively low voltage and high
ampereage had hardly been thought of, but in the bare decade
which has elapsed, the dream of the student has become the
commonplace of the manufacturer. Only those who are
intimately acquainted with the subject can attempt to estimate
the great practical economies in distribution of current which
have been rendered possible by the transformer, and the most
expert cannot venture to prophesy as to its future value in
electric lighting and the transmission of power. In the time
which has elapsed since the initiation of the subject to the
present day much valuable information and literary matter has
teen contributed in a scattered way to the learned societies and
to technical papers. To gather all this into one book, and to
formulate a definite and intelligible scheme out of the multi-
farious and often contradictory material at hand, was not an
easy task, but the author has entirely succeeded. To the
student and to the practical maker of transformers the work
will be invaluable.
" The Inventor's Adviser on Patents, Designs, and Trade Marks."
By Reginald Haddan. (London : Harrison and Sous.)
Price 3». 6d.
All who desire a reliable, concise, and cheap guide to the
patent laws and customs of the world, should obtain this book.
It is alike useful to the inventor, the manufacturer, and the
commercial man who desires to invest in patents. The favour
with which it has been received ou all hands is testified to by
the issue of this— the third -edition. The author treats in
comprehensive and clear language of the English patent laws
and rules, cases being cited to enforce the points laid down ;
while, in the latter portion of the book, the laws and customs of
all foreign countries are given, great care having been bestowed
in making necessary alterations up to date. Another valuable
feature of the work is contained in the chapters devoted to the
commercial valuation of a patent ; under this comprehensive
heading, the questions connected with the sale, purchase, and
licensing of a patent are fully discussed, and a basis is laid
down which cannot fail to be of use to those who wish to deal
in patents, but are too often prevented from doing so by the
wide diversity which usually prevails between two interested
parties in their attempts to establish the present value of a
share in a probably untried patent. The work is well got up,
and, with 440 pages of technical matter of this description, it is
marvellously cheap.
" Notes ou Motor Carriages." By J. H. Knight. (London :
Messrs. Hazell, Watson, and Viney.)
The author of this little book is well known for the lengthened
interest which he has taken in motor carriages on common roads.
He is, therefore, fully competent to write a handbook which may
be of service to those who take up the matter for the first time,
while some of his hints will be useful to users of these vehicles.
He discourses pleasantly and correctly enough upou the historical
portion of his subject. The chapter on oil and other engines-
while purely elementary — will be a means of introducing the
subject to those who approach it for the first time. The weakest
chapter in the l»ook is that devoted to electricity. It is so
fragmentary in its character as to be useless iu its present form.
Should another edition be issued, it would be better to omit it
altogether, unless it is re-written in a much more comprehensive
manner. The chapters relating to the French and American
motor-car contests will be found useful for reference, as will also
a brief but reliable list of books and articles, which may be
consulted by those who wish to go deeper into the matter. The
illustrations are sufficient for the purposes of the text, and the
work may be safely recommended to tne amateur.
The Leisure Hour for October has a very readable article,
with a reproduction of a quaint old print, on Mr. Goldsworth
Guroey's steam carriage.
♦
We are in receipt of the report of the Institute of British
Carriage Manufacturers, edited by Mr. Andrew Barr ; it
contains much interesting matter on carriages, and may be
consulted with advantage by all interested in the allied auto-
mobile industry.
— ♦
The Cosmopolitan for October gives an illustrated account of
the result of the competition for motor-cars which they recently
organised, the prizes which they offered being 3,000 dollars. It
is worthy of note that the prizes were awarded on the following
points, the maximum being 100 : —
Speed 35
Simplicity of construction and durability .... 30
Ease in operating and safety .... « 25
Cost 10
These, without being by any means ideal conditions, are
considerably more satisfactory than any mere speed test.
The Referee has devoted much space to the automotor question.
The inimitable " Dagonet" has discoursed in his pleasant fashion
of the dangers and changes which will follow in the wake of the
new vehicle. Now the writer of " Our Handbook " has taken
the matter in hand, and with that all-round mechanical and
scientific knowledge which enables him to write sound and
intelligible matter upon almost any conceivable subject, has
imparted much good advice to the makers and users of the new
carriages. Whatever other fate may await the automobile
world, the public Press of this country are determined that it
shall not die of neglect.
♦
Messrs. Reeves and Turner, of Chancery Lane, will publish
immediately a book on the " Law of the Motor-Car ," by Mr. E.
Grimwood Mears, Barrister-at-Law. The work contains an
introductory chapter giving inter alia an account of the motor-
cycle invented in 1881 b\ Sir Thomas Parky ns, and the subsequent
litigation. A full text of the Act is given with explanatory
notes, and the Petroleum Acts and the general law relating to
carriages are therein embodied, together with the |>artially
repealed enactments. There is an iiu]H>rtuiit chapter ou
Negligence and Contributory Negligence, in which the rights
and liabilities of persons in collision cases are carefully defined.
Space is devoted to Employers' Liability, to Nuisance Obstruc-
tion, and kindred topics. A review will appear in our next
issue.
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THE AVTOMOTOR AND HOUSELESS VEHICLE JOURNAL. ."November, 189«.
LUTZMANN MOTOR-CARRIAGES.
We have the pleasure of giving an illustration of the
Lutzmann Patent Motor-Van which has been imported
by Messrs. Julius Harvey and Co., of 11, Queen Victoria
Street. E.G., for Messrs. Lever Brothers, Limited, of
Sunlight Soap fame. We have ourselves inspected this
van and find the motor is very powerful and strongly
made, in fact the van throughout is a first-class piece of
workmanship, and is likely to prove a most serviceable
vehicle for all trade purposes. Messrs. Harvoy have
wisely bad the final painting and lettering done in London
by Messrs. Mulliner, of 28. Brook Street, W., who have a
high reputation for carriages of every description, and
Messrs. Harvey's van is certainly one of the best finished,
motor vehicles we have yet seen. In addition to the van,
Messrs. Harvey were able to show us a Lutzmann motor-
carriage, which is extremely elegant in design and well
got up in every respect. We also illustrate this carriage,
which, with the van, took part in the run from London
to Brighton.
BUSINESS NOTES.
We have received from Messrs. Julius Harvey and Co., of
11, Queen Victoria Street, London, an extremely well got
up catalogue of motor-carriages— some of the best types
of Continental makes being illustrated. A reprint of the
Locomotives on Highways Act, 1896, is added for the
convenience of users. The motto of the firm is very apt,
Shakespeare, as is usual in all difficult cases, being the source
of the quotation, which runs : " And here an engine fit for my
proceeding." Messrs. Harvey and Co. are to be congratulated
on their enterprise, as one of the first pioneers in this new field.
Mil. J. H. Paterson has been appointed manager of the
Caledonian Motor-Car and Cycle Company, Limited, his business
address being 265, Union Street, Aberdeen.
Messrs. T. B. Barker and Co., of Schofield Street, Birming-
ham, write to a local paper which stated that it was unable to
ascertain that any motor-carriages were being made in the
district, as follows : — " Allow us to say that the motor-car, of
which we send a large photograph for your inspection, was
made on our premises here, and that it has, during the last
three months, travelled some hundreds of miles through the
streets and suburbs of this city, carrying from one to seven
passengers ; its normal complement, as you will see by the
photograph, being five passengers. We thought it would be of
interest to you to know that Birmingham is, as usual, abreast
of, if not ahead of, other centres in this new industry. The
motor is a petroleum engine with electrical ignition."
The silver medal of the Highland and Agricultural Society
lias been awarded to the Daimler Motor Company for their
exhibit at Perth.
PRIZES FOR MOTOR-CAR DESIGNS.
The expectation of the motor-car is obviously abroad in
the land, for the Worshipful Company of Coachmakers
and Coach-harness Makers of London is offering, in its
next series of prizes, a competition, open to British
subjects generally, for designs of a self-propelled light-
motor pleasure carriage, to convey two or more persons.
The first prize will be the Company's silver medal and
£20, and the second the Company's bronze medal and
£10, given by its Master (Colonel John William Lee) ;
while the copyright of any new design for which a prize
is awarded will remaiu the property of the winner. The
other competitions are restricted to British subjects
engaged in the trade of coach-making, and resident in
the United Kingdom, and they embrace working drawings
for a single brougham, a single-horse Stanhope phaeton,
and other kinds of carriages ; these having to be delivered
before April 30th of next year. Previous competitions of
the kind have resulted in some original designs, and
much, therefore, is hoped from the present one.
A scheme of considerable magnitude is in contemplation,
having for its object the connection of Southport and Lythani
by means of an electric tramway. It involves the formation of
an entirely new carriage drive 30 feet in width, which will run
parallel with the tram lines. Ultimately it is desired to continue
the tramway to Blackj)ool.
JDigitized by_
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SoriMu-c, 1891.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
Herewith we give
three illustrations of
this machine, which,
since its perform-
ance in the Paris-
Mantes contest, has
been a theme of
much discussion iu
automotor circles.
Fig. 1 is a photo-
graph of the actual
tricycle.
Fig. 2.— A front
elevation, partly in
section.
THE BOLLEE TRICYCLE.
Fin
53
Fig. 3.— A plan
of steering details.
Owing to the great
pressure on our
space we reserve a
detailed description
of the various parts,
but the drawings
will doubtless give
nil the requisite
information. The
ownersof the patents
in this country are
the British Motor
Company (Limited).
Fiq. 3.
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THE AUTOMOTOll AND HORSELESS VEHICLE JOURNAL [November, im>&
NOTICES.
Contribution* and articles likely to prove of interest to our readers
will receive due attention, bat in all eases the name and address of the
writer must be given, not necessarily for publication.
All matter intended for publication should reach us not later than
the 107A (if each month. Stamped envelope must be sent if the manu
script is required to be returned.
All Advertisements should be sent to the Advertising Department.
F. Kino and Co., Limited, 02, St. Martin's Lane, London, W.C.,
where Advertising Hates mail be had on application.
The Annual Subscription is 7.v., including prepaid postage to any
part of the world.
Cheques and Post Office Orders should be made payable to F. K)NG
AND Co., LiMITKD, and crossed London and County Bant; otherwise
no responsibility will be accepttd.
The Atri'OMoroK and Horseless Vehicle Journal can be
obtained through Messrs. W. H. Smith and Son, at Willing
and Co.'s bookstalls, and wholesale of Messrs. Horace Marshall
AND Sons, Temple Mouse, Temple Avenue, London.
When any difficulty is experienced in procuring the Journal frotr.
local newsvendors, intending subscribers can obtain each issue direct
from the Publishing Office, by filling up and forwarding, with
remittance, the Subscript i >n Form accompanying the Paper.
The Automotor and Horseless Vehicle
Journal.
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
NOVEMBER 17th, 189(3.
THE NEW REGULATIONS AS TO MOTOR.
CARRIAGES.
Ix drafting the regulations uvider the Locomotives on
Highways Act, 189o, we have to thank the Local Govern-
ment Board for having tried to do its best in the
interests of the new-comer on the streets. In the original
circular which they sent out to the Local Authorities
they shadowed out the following as the chief points to
be insisted upon : —
A motor-carriage to come within the protection of the Art
of last Session must not weigh more than 3 tons unladen ;
and must not be used for the purpose of drawing more than one
other vehicle, such vehicle and locomotive not to exceed an
unladen weight of 4 tons.
A motor- carriage must be constructed in such a manner that
no smoke or visible vapour is emitted, except under temporary
or exceptional circumstances.
If a motor-carriage exceeds 336 lbs. in weight unladen, it shall
be capable of working either backwards or forwards.
No motor-carriage must exceed a width of 7i feet between its
extreme projecting points. (Xov amended to (jit feet )
The tyres must be proportioned as follows : —
Between J ton and 1 ton, not less than 2j inches wide.
,, 1 ton „ 2 tons, ,, 3 „
„ 2 tons „ 3 tons, „ 4 „
No bosses or projections will be allowed, except in the case of
pneumatic tyres, when the projections must be of the same
material as the tyres.
Every motor-carriage must be provided with two independent
brakes of such a power that when the carriage is travelling at
the rate of 14 miles an hour, the carriage can be stopped within
a distance of 00 feet.
The name and address of the owner must be painted on the
side of the vehicle.
The driver must be competent.
I^anips must be carried at night.
The driver must give notice of his position to the public by
sounding a bell or by other sufficient signal.
The vehicle must be brought to a standstill at the request of
the driver of a restive horse or at the demand of any police
constable. The putting up of a hand shall be a sufficient signal
to bring this order into o]>eration.
The maximum speed allowed is 14 miles per hour. (Amended.)
The various County Councils have mainly fallen foul
of the speed allowed, altogether forgetting that it would
have been a maximum rate, and was safeguarded by the
brake power insisted upon, while both drivers and owners
are, of course, subject to the Common Law of the land.
The consequence has been that a minimum of 12 miles
an hour for the lightest vehicles', diminishing down to
six miles for the heaviest types, has been insisted upon.
This will doubtless satisfy the critics who imagined that
a three-ton vehicle, driven by an incompetent amateur,
who had never before seen a piece of mechanism, would
be permitted to ruu amuck in a crowded thoroughfare at
the greatest legal speed permitted originally by the Act.
The regulation as drawn is almost prohibitive to motor
omnibuses, and will doubtless be amended at the earliest
opportunity. '
The chief point, however, is that the Local Government
Board have done wisely in restricting the new rules to an
operative period of six months. No great harm can be
done in the interregnum by the small difficulties which
have been thrown in the path of the owners and makers
of the vehicles by the deviations which have been made
from the original intentions of the Central Board. In
the meantime, the drivers must show, by their con-
sideration for the public interest, that restrictions are
not justified. What is reckless and unlawful on the
part of the owner of a vehicle drawn by a horse should
be the test applied to the conduct of the driver of a
motor-carriage, and if an owner employs bad workmen
or purchases inferior vehicles as propelling power, the
punishment which will ensue will soon act as the most
effectual deterrent.
We have dealt at length only with the question of
speed, because we believe that the experiences of the
next few months will demonstrate more fully the inutility
of the present regulations than reams of argument could
at the present moment. One final remark and we have
done. The regulations provide a scheme for the com-
pulsory display of lamps by the horseless vehicles, and
the sooner this is applied to the whole of the carriage
traffic the safer will our streets become.
LIVERPOOL TO THE FORE.
Following the admirable example set by Glasgow, a
local branch of the Self-Propelled Traffic Association
has been instituted in the great seaport which may be
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Xonmn, 1896.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
said to be the connecting link between Great Britain and
the United States. The Western city, which has com-
menced so well with a president of the standing1 of Lord
Derby, and with sach an influential backing of celebrities
as those which assembled to li=ten to and applaud the
interesting address delivered to them by Sir David
Salomons, cannot fail to help to mould the future of
the great industry which dates its new birth from the
Uth of the month.
la the course of his remarks, Sir David said much that
was of invaluable use at the present stage of matters —
he has had unique opportunities of testing the vehicles
which our French friends have constructed, and from his
independent and fortunate position can freely express
his opinions. His views on the present position of the
various motive powers will therefore be read with the
keen interest which they deserve — for he has the courage
of his convictions, and an adequate technical training and
knowledge to back up his opinions when they are
qnestioned.
One item in his address strikes us as capable of much
modification. He is doubtless correct when he states that
the main principles of explosive engines are well known;
but we cannot follow him in his seeming depreciation of
the value of patents in automotor work. Doubtless many
of the so-called inventions which have been introduced
we valueless ; but before a motor-carriage free from
vibration and using an engine propelled by a safe and
heavy oil has been perfected, much inventive skill will be
necessary — especially if other essential points, such as
ease of management and economy, are to be secured. In
snch a case the labourer will be worthy of his hire, and
will receive it ungrndgingly from all interested in the
subject.
This, however, is only incidental to the congratulations
which may be addressed to the new branch. By adopting
the principle of an extended course of lectures on all
subjects of interest to the users of automotors, the
Liverpool Society is doing well — for discussion and a
liberal interchange of enlightened views must benefit the
liters and makers of the new carriages.
WANTED— A WORD.
Iv a considerable portion of the bulky correspondence
which has come to hand as a consequence of the first
usue of this Journal, complaint has, inter alia, been made
that none of the terms hitherto employed neatly describe
'he vehicles which come within the provisions of the
Locomotives on Highways Act, 1896. On one point at
least all our friends are united, viz., that the Parlia-
mentary phraseology is not worth imitation, while in the
many suggestions which have been made we have not yet
received, at least in our opinion, a better word than
Antomotor. It is convenient to remember, does not out-
rageously violate scientific principles, and does not jar on
a sensitive ear as does the word " bike," which we bear
so often in a kindred trade.
The fact is that we want a coined phrase which must
be apt and yet not too flippant — " horseless vehiclo " and
" self-propelled carriage " are too lengthy and not.
distinctive or exact enough — so, for the moment at least,
we must be content to accept a compromise between those
who would frame a word built on German chemistry lines,
having some forty letters in it describing in brief all the
complex operations which are required to propel a
carriage by power, and the Ishmaels of philology who
would be simply content to dub the new carriages as
" mo-cars."
We have, as we have stated, received many views on
this interesting subject, but as they occur, in the main,
in the course of private congratulory letters to the Editor,
we have not published them, not caring to do so without
the express permission of the writers. The matter,
however, is well worthy of ventilation, and we invite
correspondence upon it. Wo can hardly offer a prize for
the best title, because the public will ultimately judge
what word shall be the survival of the fittest ; but the
correspondent who succeeds in hitting upon the term
which the " man in the street " will adopt, will have
at least the satisfaction of adding another word to
the thousands which haunt our end-of-the-century
dictionaries.
"ENGINEERING" AND AUTOMOTORS.
We have received several letters from correspondents
complaining of the apparently hostile attitude taken up
by Engineering against the self-propelled vehicle. Most of
these communications are of a private nature, while those
sent for publication did not — either through inexperience
in the use of the pen for journalistic purposes, or in
consequence of the writer's wrath — treat our able con-
temporary with the courtesy which is due to its high
standing as a trade journal.
We thiuk that Engineering has altogether failed to
grasp the position taken up by those who are, seeking to
introduce the new industry into the country. No one —
least of all the owners and makers of the machinery —
wishes to place vehicles of from one to three tons in
charge of incompetent men to drive through crowded
streets at the rate of some 14 miles an hour, with the
certain result of dealing out death and destruction all
round. This is the fear which seems to haunt our usually
level-headed contemporary ; but every interest is opposed
to the adoption of any such idiotic and suicidal tactics.
The keynote of the advice given by all concerned in
automotor work is to go slowly at first ; to avoid the
slightest suspicion of fear at any cost ; and to win public
support by accomplished facts of safety and convenience.
If we attempted to traverse some of the comments of
t; 1
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Novembbb, 1896.
Engineering our remarks might be discounted, as
emanating from a newspaper identified with this par-
ticular industry, so we prefer to quote from an article
which appears in an independent journal — the County
Council Times — some remarks with which we cordially
agree. They are as follows : —
"The motor-car is not to be made as useful as it should be
just yet, for there are evidently still many old and foolish
prejudices to be broken down. There is an idea in some
quarters chat the object of the inventors of motor-cars has been
solely to produce a machine which shall personate the ' raging
lion ' on every road in the country, and shall seek not only
whom, but what it may devour. The motor-car is not a
dangerous machine, any more than an ordinary carriage and
pair is dangerous ; and on country roadB, where it will be most
frequently met with, it will be far less dangerous than a horse-
drawn vehicle, which travels faster there than in a city. The
motor-car, from the fact of its being machine-driven, is better
under the control of its driver than a horse-drawn vehicle can
possibly be, and both the steering and the brake-power are so
much more perfect that danger is greatly reduced by them.
Nevertheless, although the man with the red flag will cease to
be necessary at the end of next week, the speed at which motor-
cars are to be allowed to travel is being ridiculously restricted.
The Local Government Board thinks that 10 miles an hour is a
more suitable speed than 14 miles ; and some people prefer 8 miles
to 10. But, since 10 miles an hour will probably be the limit
imposed, let us consider what that means. The mail-coaches
which still leave London at night for Guildford and Brighton
travel, when they get out of the suburbs, quite 14 miles an
hour. The coaches which run during the season are not much
slower. An ordinary carriage and pair travels more than
10 miles an hour ; and a cyclist is never ' hauled up ' for
furious riding unless he is going at a rate of 15 or 16 miles per
hour. In Warwickshire the Council has declined to sanction a
higher speed than 10 mileB an hour for what one member,
Mr. Flavel, calls these ' diabolical, ' machines. But e"en in
Warwickshire opinions are divided, for another member,
Mr. Vero, means to try a motor-car and ' go as hard as ever he
can' ; so perhaps we shall have an agitation for greater freedom
when the cars become better known.
In all friendliness we would ask the editor of Engineering
to look a little more kindly towards the new industry, the
legal birth of which only dates from the 14th of the
present month.
Forthcoming Exhibition. — One of the special attractions
next year to mark the sixtieth year of her ' Majesty's reign
will be an electrical and engineering exhibition to be held at
Newcastle on-Tyne. There being no permanent building in
that city adapted for showing heavy machinery and machinery
in motion, a site on Pandon Dene has been secured, on which
special temporary buildings will be erected, and will be so
arranged as to meet the requirements of the exhibits referred
to. It is intended to be strictly an exhibition, and in no way an
organisation for the sale of goods. Exhibitors, however, will be
allowed to book or take orders for the various specialities. What
are known as bazaar goods will be absolutely excluded from the
exhibition. The importance of Newcastle as an electrical and
general engineering centre will naturally create special interest
in an exhibition of the articles described. It is intended to
make a special feature of cars and cycles propelled by electric
or other motor power. Exhibitors in these lines will find it to
their advantage to be adequately represented at the exhibition.
Mr. H. Engel has the matter in hand, and intends making sub-
stantial provision out of the proceeds for the Royal Infirmary,
which will take the form of " a donation from the exhibition to
the new building fund."
THE BRITANNIA COMPANY'S ELECTRIC SYSTEM.
We herewith illustrate a couple of carriages fitted with
motors on the well-known Britannia electric system, the
rights of which in this country have been purchased
by the British Motor Syndicate. One great feature of
this motor is the ease with which it can be adapted to
existing carriages in case the owner desires to substitute
motive power for the horse. The photograph of a
Victoria is taken from a carriage which was taken ont of
the ordinary stock of a coachbuilder, and converted into
a motor-carriage by the addition of a box under the seat
to hold the battery, the Britannia motor and axle being
substituted for the ordinary axle box, and these, with
the addition of a simple and effective form of steering
gear, being all that was required for the conversion. The
dog-cart was altered in an equally simple manner, the
battery in this case being placed at the driver's feet. The
carriages are extremely smooth and easy in running, and
are very fast ; the amount of power provided and the
general efficiency of the motor renders them capable of
attaining a good speed on gradients. Mr. J. Vaughan-
Sherrin is the inventor of the motor. Both of these
vehicles took part in the procession to Brighton.
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Notkmbbb, 1896.] THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
57
THE MOTOR-CAR IN THE LORD
MAYOR'S SHOW.
LONDON TRAMWAYS PURCHASE.
Perhaps the most striking feature in the Lord Mayor's
Show, on the 9th, was the appearance of the motor-car.
It was certainly the item which was received with the
greatest amount of cheering in such crowded thorough-
fares as Moorgate Street, Choapside, Fleet Street, and
the Strand. The past and the present were admirably
and pictorially contrasted. Immediately preceding the
horseless carriage, moving with grace and freedom,
and adapting itself, nnder the alternate steering of
Mr. Henry J. Lawson and Mr. Charles McRobie Turrell,
to all the exigencies of the narrow lane through the
closely-packed and swaying crowds in the thoroughfares,
nnd to the frequent halts and irregular pace of the
snake-like procession, was the ancient stage coach, with
passengers in the picturesque costumes of the last
century, and the quaint guard, nrmed against highway-
men with n huge blunderbus. The motor - car was
dubbed "New Times,"
and there could be no
question of its "up-
to-date" type. The
property of Mr.
Henry J. Lawson, its
dexterous driver, the
"New Times" (which
we illustrate here-
with) is to outward
appearance an ele-
gantly - modelled en-
larged landau, capable
of holding four inside
(which is beautifully
upholstered in dark-
green cloth and
leather) and two in
front. On the right
of the front seat is
the steering - wheel,
more easily manipu- "Nhw times
lated than horses'
reins, to which the car is more instantly obedient than
ever horses could be under the guidance of the most
expert whip. The driving power is petroleum, and the
propelling engine, the Daimler motor, which is stowed
away behind and beneath the body of the car, so as
to be hardly noticeable. Vibration has been reduced
to a minimum, and the rattle and whirr of the gearing
has been obviated by the employment of leather belt-
ing, instead of cogs, on the driving wheels. All the
wheels nre also furnished with rubber tyres. The car,
which, by the way, had as an inside passenger a repre-
sentative of the Daily Telegraph, moved with gr. at ease
and silence, and the success of this official introduc-
tion of the " New Times " c.irriage <o the streets of the
Metropolis was bejond question.
The Proprietors of " Jerezcona" have hit upon a very novel
method of advertising their speciality, and at the same time
affording amusement by a trial of literary knowledge for
the winter evenings. Valuable prizes are offered, and full
particulars may be had from 38, Leadenhall Street.
Electric or Mechanical Haulage Considered.
Nothing has been heard for some time of the scheme for
the transfer of the Metropolitan tramway systems to the
County Council. When the question was last discussed
by the Conncil, the offer of a syndicate to lease from the
Council, after that body had purchased them, the under-
takings of the North Metropolitan and the London Street
Tramways Companies was rejected. Since then the
Highways Committee have had several schemes under
consideration, and the result of their investigations is
contained in a voluminous report. The committee have
come to the conclusion that an arrangement should be
made with the companies mentioned for the purchase by
the Council of their lines and depots, and for leasing tbem
to the North Metropolitan Company for a comparatively
short time.
The proposal is that the companies shall sell their
tramways to the Council at £10,000 per mile for double
and £5,000 per mile
for single lines.
Without entering into
details of the two
systems, it may be
stated that, at this
rate, the purchase-
money for 43| miles
of double lines — single
lines included as half
the length of double —
will amount to about
£437,000. To this
sum, however, must
be added £101,798
paid for about five
miles of the London
Street Company's
undertaking Already
purchased by the
Council and leased to
motor-cab. that company. This
brings the total capital
expenditure up to about £540,000. The Council will
receive £45,000 fixed rent, which is equal to 85 per
cent, per annum on the capital outlay, and which
will be further augmented by the rent of freehold and
leasehold buildings, and 5 per cent, of the increase of the
gross receipts over those of 1895. This, moreover, leaves
out of account any profit that may be made from new
extensions or connections. At the expiration of the lease
to the company, in 1910, the Council will, it is estimated,
have received by way of fixed rent and percentage of
receipt< a sum of £903, 63U, of which £187,854 will have
been applied to the reduction of debt, £251,869 to pay-
ment of interest on loan, and £403,907 in relief of rates.
The relief to rates during the first year will be £25,875,
after payment of £32,295 for interest, and repayment of
capital, which the committee consider "an exceedingly
good return on the capital invested by the Council."
In addition to preparing this scheme for the transfer
of the tramway systems, the Highways Committee have
discussed the advisability of adopting some system of
electrical or other mechanical haulnge in substitution for
k 3
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58
THE AVTOMOTOR ArfD HORSELESS VEHICLE JOURNAL ^vovemdb", i8!>6,
horse traction ; and have arranged with the company
that, if at any time daring the continnance of the lease,
the Council should consider it desirable that some form
of traction, other than horses, should be adopted, the
leasing company will D3 prepared either to carry out the
necessary works on terms to be arranged, or, should the
Council exBcute the works, to pay a fixed rent and a
share of the extra profits which may accrue in this way.
If future developments in the system of traction by
electricity or otherwise should promise a very largely
increased return, by reason of saving in working expenses
and increase in number of passengers carried, the bulk
of such profit should, the committee state, accrue to the
Council and the ratepayers rather than to any private
corporation. The ultimate decision as to the proposals
of the Committee has been adjourned pending further
negociations on the subject.
NORTH COUNTRY FARMERS
AND MOTOR-CARS.
A meeting of the members of the Newcastle-on-Tyne Farmers'
Club was held on the 7th inst. in the Club Rooms, Town Hall
Buildings, Newcastle, Mr. E. J. Browell occupying the chair.
Mr. John Morrison, F.C.S., read a lengthy paper on
''English Roads and Road Transit of the Present and the
Future, from an Agricultural Point of View " ; and in his intro-
duction said his statements and conclusions must be regarded
as those of a critic rather than an exnert. There could be no
question, the writer proceeded, that cheap transit is the true
key to the whole position as regards foreign competition in
agricultural produce, and only by fighting it could British
agriculture keep its head above water. There was the unfortu-
nate peculiarity about agriculture, that its operations for a given
volume of results are diffused over an enormous area The
quantities per acre to be moved in one direction or another were
comparatively small. He went on to point out that road haulage
by means of horses had long been regarded as a comparatively
extravagant method, and reviewed at considerable length the
history of the movement of mechanical cars on roads, and the
difficulties placed in the way of their development. Having
touched upon the various restraints put by Act of Parliament
npon road locomotion by steam, Mr. Morrison said the new
Locomotives on Highways Act inaugurates an entirely new
rtgime. After commenting adversely as to the great speed
allowed, Mr. Morrison said the probabilities were that no such
speed would be required for commercial purposes, and regretted
tiiat the framers of the new Act seemed to have been influenced
in the interest of vehicles of a non-commercial class. He then
discussed the merits and demerits of the various kinds of motive
power, and said that one of the weak points in the new Act
was that— owing to its 3-ton weight limit — it gave very
little fairplay to steam, which presented more possibilities of
usefulness than oil, and was the only source of road motor
power which up to the present possessed the slightest economical
importance, while a really successful and practical oil road -engine
had not yet been exhibited, He then proceeded to deal at
length with the Light Railways Act of last Session, and stated
that his own experience was that what agriculture really wanted
was a four or five ton locomotive, capable of hauling five to
10 tons load at a six or eight mile speed, with but a man and
a boy in attendance.
In the course of the discussion which followed the reading of
the paper, Mr. W. Trotter said good roads were undoubtedly
necessary. He was of opinion that the cost of repairing should
be divided, as in Scotland, between the occupier and the owner
of the laud. He complained of the imperfect way in which
roads were made.
Mr. Forstkr C'oull thought the roads should be maintained
by the nation.
Mr. John Philipson, speaking as a carriage manufacturer,
said he believed the vehicle of the future would be the steam -
carriage. He did not think the petroleum-carriage, with all
its complications, would ever be reliable, at any rate for the
agriculturist. The electric-carriage would be the carriage of
the future, however, so far as regarded large towns, where they
could have storage stations. He did not think there was yet
one reliable vehicle in the market There was still wonderful
scope for development, and he looked forward to the English
engineer giving that attention to the subject, which would
sin mount the difficulties that had shown themselves both in
Paris and America, and to their producing a vehicle superior to
aDy of them. Englishmen had been handicapped by legal
restrictions, but these having been removed to a very great
extent, a stimulus was given to the younger generation of
engineers to produce a vehicle suited not only to carrying
purposes, but also to the conveyance of passengers. These new
carriages should be protected back and front with lights. He
was inclined to think that something like eight or ten miles
an hour would be the average speed. With good roads and
proper vehicles to bring agricultural produce to the centres of
population, they would constitute one of the greatest boons,
and at the same time do much to alleviate agricultural
depression.
Mr. Knox-Lyal said light railways would not do agriculturists
as much good as one of those steam-cars, which could go from
one place to another to collect the produce. He believed the
speed ought to be restricted.
The Secretary said the committee of the club were in
communication with a company in London who were desirous
of obtaining information with a view to the construction of
light railways in various parts of the country. If particulars
could be laid before them to show that such a railway was
desirable and would pay in some particular locality, they were
prepared to send someone down. He (the secretary) would be
glad to hear from any member of the club on the subject.
The Chairman agreed with Mr. Knox-Lyal that light
railways did not promise so much for a part of the country like
theirs as a carriage to travel independently over the existing
roads. He also was of opinion that very stringent regulations
were necessary in connection with the management of the new
vehicles in order that pedestrian and horse traffic might bu
protected.
On the motion of Mr. Potts, a vote of thanks was accorded
to Mr. Morrison for his paper.
Dr. Skelio, of 1 1, Ludgate Hill, who is well known as an
organiser of Continental trips, is arranging a series of Motor-
Carriage Journeys at home and abroad.
A Sign of the Times. — Messrs. Chadwick and Sons, the old-
established and well-known auctioneers, of St. Martin's Lane,
are, we believe, the first firm of repute to announce thei# special
facilities for dealing with the new automotor vehicles, whether
by auction or valuation. The firm's reputation and experience
should secure them a goodly portion of the business likely to
come forward with the introduction of this new and important
industry.
In our last issue a couple of mistakes occurred, for which the
difficulties incidental to the production of a first number can only
be offered as an excuse. In thanking our contemporary, the
Kent and Sttsscc Courier, for the courtesy extended to us, we
inadvertently described that paper as the Kent and Susses
Chronicle ; while the heading to Mr. C. Harrington Moore's
letter re the " Motor-Car Run to Brighton " was interpreted by
the printers as a " Motor-Car Race to Brighton." The context
of the letter sufficiently explained what was really intended ;
but we presume our friends, the printers, were too sportsman-
like to imagine that the rival vehicles could be sent on their way
without an effort being made to determine which could cover
the distance in the shortest time
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SovBKBEB> 1896.] TltE AUTOMOTOB AND HOUSELESS VEHICLE JOURNAL.
.VJ
DOINGS OF PUBLIC COMPANIES.
The Aberdeen Motor Car and Cycle Company.
Tub shares of this new Motor-Car and Cycle Company are
reported to have been practically all taken up. Originally it
had been intended that the Company should be a private one,
but now it has been decided to make it public. When all
preliminaries have been adjusted, the Company propose to at
once proceed to organise a factory for the manufacture and sale
of the machines specified in their prospectus. The premises
~S>: 414, Union Street, Aberdeen, vacated by Messrs. Gifford
and Son, have been secured for this purpose, the shop being by
situation specially adapted for show purposes. The Company
propose manufacturing a special cycle of their own, and will
likewise hold agencies for a number of leading firms in the
south. They will also be agents for a new motor which has
been devised for the propelling of any cycle. Also they will
hold an agency for the Great Horseless Carriage Company. In
order to spread the business, agencies on behalf of the Company
will be established throughout the north. The manager
appointed by the Company is Mr. J. H. Paterson, and it is
expected that the business will be under way by Christmas.
Midland Cycle and Motor-Car Exhibition.
The statutory meeting of shareholders of this Company was
held at the Grand Hotel, Birmingham, on the 11th instant.
Mr. J. B. Burman presided, and there was a large attendance
of shareholders.
The Chairman explained that the Company had now been
duly registered, and the capital considerably over applied for.
The allotments had been made, and the preliminary arrange-
ments decided upon for the holding of the exhibition at Bingley
Hall from January 22nd to 30th inclusive. A number of
applications for space had already been received, and everything
was progressing in the most satisfactory manner.
The election of the Board of Directors was then proceeded
with, anil resulted as follows : — J. B. Burman (chairman),
W. Calcott (Coventry), R. F. Hall (Birmingham), F. H. Parkin
(Wolverhampton), F. Westwood (Birmingham), J. H. Price
(Birmingham), J. Urry (Bicycling Xeics), and C. Wheelwright
(ISiri/cling A'eics). The registered offices of the Company are at
174, Corporation Street. Mr. C. Wheelwright, of Lucifer House,
Liouel Street, Birmingham, was elected secretary.
A vote of thanks to the chairman closed the proceeding".
j Ramsay's Horse, Carriage, Cycle, and Autocar
Repository (Limited).
This is a new Company, formed with a share capital of
£60,000, for the purpose of erecting an extensive repository
in the Hammersmith main road, for auction sales, &c. The
directors are Sir Edward Lee, Messrs. Charles Fox, Robert
Johnson, and W. D. Ramsay, and the offices 223, Hammer-
smith Road, W. A dividend of 10 per cent, per annum is
anticipated ; and provided the proposals of the Company
are efficiently carried out, there is no reason why the share-
holders should not receive all the advantages the directors
foreshadow.
New Companies.
Thk number of new companies registered at Somerset House
•luring October was 382, with capital amounting to £'23,6(55,740,
as against 280 in September, with an aggregate capital of
•£10,695,774. The following are more particularly related to
horseless vehicles : —
' Capital.
British Electric Traction Company (Limited) .... £600,000
British Pure Acetylene Gas Syndicate (Limited) 50,000
Beeston Wheel Company (Limited) 10,000
Coventry Wheel Company (Limited) 12,000
Coventry Motor Company (Limited) 10,000
King and Rool's Starting Gear Syndicate
(Limited) 3,000
Midland Cycle and Motor-Car Exhibition Com-
pany (Limited) 1,000
Rosser Cycle and Vehicle Brake Company
(Limited) 5(>,00O
Starley Bros, and Westwood Manufacturing
Company (Limited) 110,000
Savage's Engineering Works (Limited) ... .... 120,000
Steam Carriage and Wagon Company (Limited) 1,500
New Issue.
With a capital of £150,000, iu £1 share.', the Louden
Electrical Cab Company (Limited) has been formed to place on
the streets of London electrically-propelled cabs (British Motor
Syndicate patents), to supersede the present hansoms and four-
I wheeled cabs. The cabs will ply for hire in London iu the same
. manner as the present hansoms, and at the same rates. Two
j sets of accumulators will be supplied to every cab, each set, it
I is claimed, being capable of propelling the vehicle 40 miles with
I one charging. It is intended to open dep6ts in different parts
of London, so that the driver will Ihj able to change accumu-
lators without always having to return to his own station. The
Company will acquire for the price of 50,000 shares, or cash in
lieu thereof, the license from the British Motor Syndicate
(Limited), subject also to the payment of a royalty of £4 per cab
per annum. The said price has been fixed by the Traffic Syndi-
cate (Limited), who are the vendors to the Company. The whole
j of the shares are offered f..r subscription, £100,000 being for use
I as working capital.
Walter C. Bersey, A.I.E.E., M.I.C. and M.E., the engineer
to the Company, also represents the following kindred organisa-
tions : — The Great Horseless Carriage Company (Limited), the
j British Motor Company (Limited), the Motor-Car Club.
I Mr. Bersey's two carriages in Saturday's procession were
! pronounced a success. The large landau was driven by Mr.
i Bersey himself. This gentleman has constructed several carriages
! —omnibus, vans, cabs, phaeton, and landaus — which have run
an aggregate of considerably over 10,000 miles during the last
four years. These vehicles are covered by several patents, which
are now owned by the British Motor Company (Limited) ; anil
the Great Horseless and London Electrical Cab Companies are
| working under licenses from the British Motor Company.
i A practical demonstration of the ca[«bilities of the new cabii
I was made on Monday in the presence of a large number of
]>eople, when one started from the Royal Hotel, blackfriars, at
12.30 for the City. In the carriage were the Earl of Fingall,
Mr. Frank Gardner, Mr. Davison Dalziel, Mr. If. Mulliner,
while Mr. Bersey was on the box. The eariiage was driven
down Queen Victoria Street, past the Mansion House, and round
the Bank, into Throginortou Street, the ease and facility with
which it was guided through the crowded streets and the entire
absence of any vibration pioving that the introducers of this
new form of locomotion for the public are justified iu their
anticipation of a successful future.
Capital ok Cycle Companies.- -The popularity of bicycling
is demonstrated in some measure by the fact that since the first
of the year over £11, 000, 000 has been invested in new cycle
companies. Up to the end of last year the capital of the cycle
companies was less than ,£'6,000,000. It h:is thus been nearly
trebled since January. This figure does not include capital
invested in the numerous private concerns in different parts of
the country. Nearly 2,000 patents for inventions connected
with bicycles or accessories were applied for during 1895. The
value of the bicycles made in a year in Great Britain, at the
present rate of production, is .£12,000,000.
En refcrant auz annonccs on est pri6 dc rapporter le noni de
"The Automotok ank Horseless Vehicle .loinxu.."
v. 4
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Novbmbeb. 1896.
NOTES OF THE MONTH.
An agitation has been set on foot in Manchester with the
object of compelling the owners of omnibuses and
tramway cars to provide covers for outside seats to
protect them from rain in wet weather. The movement
deserves to succeed. " If you don't like to sit on a wet
seat, walk," is not good policy for either the public
or the omnibus and tram proprietors.
An electric tramway is proposed to be constructed at
Bray ; the agents for the promoters are Messrs. Molloy and
Molloy, 18, Eustace Street, Bray. The company which
they represent is called the Electric Pioneering Company,
with a capital of £100,000, and they propose to expend
from £30,000 to £40,000 on the scheme. At the annual
meeting of the Bray Township Commissioners held
recently the matter was very favourably received.
The Dublin United Tramways Company intend to
promote an Order in Council to authorise their making
considerable extensions in the city and townships.
Penny rides on tramcars are popular, but when a
passenger is compelled to take three separate tickets and
pay for them in the three instalments at different stages
of the journey, the process is apt to be somewhat
irritating. In Leeds, on the Corporation tramways,
tickets are only issued of one value, viz., one penny,
and when a rider has exhausted the potentiality of one
ticket, he has to take another, and so on to the end of the
journey. It is little wonder, therefore, that we learn, on
the authority of the Leeds Mercury, that the system is
causing a good deal of dissatisfaction. Tickets of various
values should be at once adopted ; it is easy for an
intelligent couductor to prevent any attempted fraud on
the part of those who would ride a long journey with a
short-distance ticket.
t
The men employed on the Manchester Tramways have
been dissatisfied with their hours of work, and at one
time a strike was imminent. This has been obviated by
an arrangement, commencing on the 1st of this month, by
which the hours of the drivers and conductors are reduced
to 11 per day, and the wages of the horse-keepers are
increased.
Either the local opinion of Bradford is not favourable
to electricity, or the terms offered by the tenderers were
not considered satisfactory, as we find that last month
the offer of the Simplex Electric Tramway Conduit
Syndicate to work the proposed tramway line to Great
Horton was declined by the Bradford Town Council.
In Nottingham there has rec mtly been a battle — not
of gauges —but of the particular power to be applied to the
tramway systems of the Corporation. For the moment
the advocates of cable lines seem to be in the ascendant,
but probably those interested in other methods will make
their views heard. In Nottingham the cost of running the
cable system, when in full working order, is estimated at
about 6<2. per car mile.
The Swansea Improvement and Tramway Company
have agreed to sell their tramways to the Swansea
Corporation for a nominal purchase price of £32,000, but
as this amount is contingent upon certain conditions it is
subject to modification. The Company in return get a
21 years' lease of the line at a rental which will fluctuate
between £5,000 and £6,000 per annum. The Corporation
intend to substitute electric traction for horse power, and
this they will do in connection with an extensive scheme
of electric lighting which they have in contemplation.
A cycle which "can easily be driven at the rate of
35 miles an hour," is one of the wonders promised us by
the chairman of the Company owning the patents. The
surprise one feels at the announcement is certainly not
lessened when we are told that the word " ' easily ' means that
only one-tenth of the power required to drive an ordinary
cycle will be needed for getting the enormous speed out
of the new machine." This is all delightfully vague, and
is not rendered any clearer by the chairman's explanation
that the cycle is to be " driveu neither by chain, gearing
rods, nor mechanical contrivance, but by a wonderful
adaptation of an old principle in use in our chief public
buildings to-day." The Belfast Northern Whig, which
appears to be in the secret, prophesies that the power is
hydraulic.
The Blackburn Corporation have applied through their
town clerk, Mr. R. E. Pox, for power to raise a loan,
£10,000 of which is to be devoted to electric traction,
and £18,000 to the extension of the very successful
electric lighting plant which has already been laid down,
but which is not equal to all the demands made upon it.
The price to be paid by the Tramway Company for electric
power has been fixed at 3d. per car mile, and both the
Corporation and the Company are stated to be satisfied
with the agreement. As no opposition has been made to
the loan, there is no doubt that the Local Government
Board will sanction it.
♦
A larue scheme for the extension of the tramway
system of Liverpool has been prepared, and is n >w under
the consideration of the Health Committee.
It is proposed to apply for powers to construct an
electric tramway next year from Laxey to Ramsey, Isle
of Man.
A Company is shortly to put 24 motor-omnibuses on
the road between Birmingham and Warwick, which will
convey passengers the whole distance at a return fare of
Is. Hd. , or half the third-class railway fare. To give
another example of the cheapness of the new traction, a
motor-car containing four passengers was lately run for
80 miles in Warwickshire at an expenditure in oil of 3s.,
or 9<2. a head. It would be curious indeed if the railways
at the end of the century were to find themselves once
more face to face with their earliest competitor, traction
by road.
♦—
The Clontarf and Hill of Howth Tramways Company,
Limited, have presented a memorial to the Lord Lieu-
tenant, praying for an Order in Council to authorise the
construction of a tramway between Clontarf and the Hill
of Howth.
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NOTBMBBR, 1896.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
61
In Tokio electric tramways are only to be permitted
as a municipal concern, and progress has been retarded by
a recent refusal of the City Council to allow the utilisation
of the head- waters of the Tamagawa for the generation of
the necessary motive power on the plea tbat the town
water supply, which is drawn from a lower reach of that
river, might suffer contamination.
Birmingham being so much interested, there is no doubt
that a representative exhibition of cycles and motor-cars
hpld iii that city would prove to be of great benefit to the
two industries concerned, and we are therefore not
surprised to learn that a Company is being formed for
the purpose of making a demonstration of this kind.
The proposed Company, which is to be called the Midland
Cycle and Motor-Car Company, Limited, has received so
much support that more than the total capital required
has been promised. The exhibition, which is to be held
in Birmingham early in January, should act as a great
stimulus to the cycle and motor-c.ir industries. The
promoters hope and believe that the Right Hon. Mr. J.
Chamberlain, M.P., will consent to open the exhibition.
Mr. H. W. Staner, of Coventry, in a letter to the
Western Morning News, takes to task some correspondents
in that journal who have attempted to somewhat belittle
the results which have been attained in the recent contests.
As he truly observes, our Continental friends have been
the modern pioneers in this matter, and the greatest
credit is justly due to them for what they havo achieved.
He concludes an interesting communication as follows : —
" As a matter of fact, the reason for abstention of the
Anglo-French vehicles was found in the fact that the
English-made carriages wero not ready, and it is to bj
hoped that when the great British contest takes place
next year the home-made productions will have passed
the experimental stages, and be in a condition to compete
in a hard and protracted trial under the eyes of
mechanical experts, with proper regulations and tests,
to ascertain power, fuel consumed, weight, and all-round
efficiency. b'inally, I would like to emphasise the fact
that every autocar contest which has been held up to
now has provided all intelligent autocar designers and
builders with many invaluable object-lessons and useful
hints, the practical results of which can be seeu in
numerous improvements, both in design and construction,
of the later pattern of horseless vehicles."
The directors of the Dublin Bread Company (Limited)
deserve notice as perhaps the first public concern in this
country to advertise for tenders for a motor-van. We
trust that these requirements have been met ; if not,
their consulting engineer, Mr. b\ J. Warden-Stevens,
34, Victoria Street, Westminster, may doubtless be
pleased to hear from those who can meet his requirements.
Here is " A Sign of the Times." Mr. Jas. Cooper, the
well-known auctioneer of Newcastle-ou-Tyne, recently
sold at his Crown and Thistle Mart, in that city, a
number of heavy draught horses and car:', aud chain gears.
His instructions were from Messrs. Nimmo and Sons,
brewers, of Castle Eden, and the reason assigned for the
sale is " owing to their having purchased a traction-
engine."
The municipality of Buenos Ayres must do pretty well
out of the local tramways, tt levies a tax of 6 per cent,
on their gross receipts, and the amount collected by tbi3
moans last year was £91,113.
Evidence of the wido disparity which wonld have
prevailed in various districts had the various local
authorities been empowered to fix the speed at which
motor-cars could travel in different parts of the country,
has been amply given during the last few weeks.
Members of a large number of County Councils, under
the erroneous impression that with them, nnd not the
Local Government Board, rested th9 fixing of the
maximum speed, gave notices of motion to deal with the
subject, bat wore, of course, ruled out of order. Thi?
spaed actually proposed to bo allowed varied between
four miles per hour and the actual maximum of 14. The
first-named retrograde step was proposed in Scotland,
while tho Midlands and the South were generally in
favour of a liberal welcome to the new comer on the
roads. The mean average of the various proposals made
worked out at 9\ miles per hour. We have, indeed,
reason to be thankful that we have only one body to deal
with in this matter, otherwise the resulting chaos would
have been terrible.
Birmingham, always a model Corporation, is about to
effect some very great improvements in its at present
very excellent tramway service, and an interesting report
on the subject may be expected at an early date. At
present the tramway system extends 14J miles outside
the city, and these connections will, in all probability, be
taken even further.
In West Hartlepool the electric tramway system has,
after a six months' trial, been found to give general
satisfaction to the inhabitants. Although overhead wires
are used, they are not regarded locally as unsightly,
while the smoothness of running leaves little to be
desired. The members of the Middlesborough Town
Council have recently inspected the line, and will report
at an early date whether they recommend the example to
be followed in Ironopolis. In the course of a speech
made after a luncheon at Hartlepool, Alderman Bulmer,
responding for the Middlesborough Corporation, said he
and his colleagues were well pleased with what they had
seen.
The Tonge Parish Council have decided in favour ot
electric tramways, and intend to use their influence with
the Bolton authorities to get them constructed.
The Bolton Corporation have succeeded in persuading
the Horwich Urban District Council to adopt electric
tr.imways. The cost of laying the line is estimated at
about £1,000 a mile, or a total of £12,000; the electric
equipment will cost £2,000 per mile, bringing the total
cost of the rolling plant and lino up to about £19,000.
If the Horwich Council generated its own current, a
further capital expenditure of some £15,000 would be
necessary, but this is to ba obviated by the Corporation
furnishing the supply from their own station at a rent to
be agreed. Powers to carry out the scheme are to be
np;>li-d for at onre.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL [November, 1896.
Stirling tramways are to be extended by the Bridge of
Allan Tramways Company (Limited).
A new Company has taken over the Highgate Hill
Tramways, London, and are busy with necessary repairs
to plant and roadway.
♦
Mr. J. H. Wilkinson, of Chancery Lane, London,
presided over a meeting held in the Hoghton Chambers,
Hoghton Street, Southport, on the 22nd ult., when a
provisional committee was appointed for the purpose of
putting into due form, prior to the formation of a limited
company, the scheme of Mr. Stewart Speddy, Southport,
for constructing a roadway and electric tramway from
Southport to Lytham. The estimated cost was put at
from £450,000 to £500,000.
The Manchester City Council have discussed the speed
of motor vehicles under the new Act, and have recom-
mended the Local Government Board to restrict the
maximum to six miles per hour within a given radius of
the Manchester Town Hall.
The Gloucestershire County Council have contented
themselves with suggesting that there should be two new
bye-laws, the first providing that any motor exceeding
one ton in weight should not exceed the rate of four miles
an hour in crossing any bridge exceeding a 12-foot span,
and a second forbidding two motors crossing any bridge
at the same time.
The Coventry Electric Tramways Company propose to
apply for Parliamentary powers to extend their present
system by about six miles and a half.
The opposition which magisterial minds can bring to
bear on suggested improvements was voiced by Mr.
Hopkins, the stipendiary magistrate at Lambeth Police
Court, who recently fined a cyclist 10*. and costs for
furious riding, and then went out of his way to remark :
'' It's a horrible thing to think that in another fortnight
we shall have the auto-cars doing the same kind of thing.
What will then happen I don't know." To presuppose
that the owners of the new vehicles intend to break the
law is neither impartial nor judicial.
The Dundalk Town Commissioners have resolved to
apply for a Provisional Order enabling them to light the
streets of the town by electricity, and to run their trams
by the same power.
» — ■
A Daimler motor-carriage was recently on view at
Asbford, and caused considerable interest in the vicinity
of the " Saracen's Head," the headquarters of its driver.
It had travelled from Margate to Ashford in about three
hours — leisurely progress being made on a Sunday after-
noon under the old Act. The weight of the carriage was
about 28 cwt.
We understand the Gorleston and Southtown Tramway
Company are seeking Corporate sanctiou to extend their
line from Pier Walk to the vicinity of the South Pier,
and to apply electricity as a motive power.
The Warwickshire County Council, in considering the
proposals of the Local Government Board with regard to
the regulation of motor-carriages, ultimately adopted the
report of a committee recommending that the speed
should be 10 miles an hour, instead of 14, and the
maximum width of a vehicle 6£ feet, instead of 7£ feet.
This was carried by 33 votes to 24, but not before Lord
Willoughby de Broke had made an earnest effort to get
the speed reduced to eight miles. He held that, as the
representatives of an agricultural district, they should
encourage horse-breeding, and put all the obstacles they
could in the path of what another worthy member
described as "diabolical machines." His Lordship and
his supporters are at least half a century behind the times.
The London cabby has assuredly fallen on evil days.
Threatened by the rivalry of the motor-car in tho future,
and railway, monopoly in the present, he may well be at
his grumpiest and surliest. Everything has gone wrong
with him. Embarked by his union on a strike which
everyone i-ealised from the first must end in disaster, he
fails to comprehend even now that he is beaten. His
union, too, landed him still deeper in the mire. Their
proposal to carry the war into the enemy's camp by boy-
cotting the railway stations, and putting down passengers
with their bag and baggage outside, was certainly one of
the most audacious suggestions ever entertained, but they
alienated any little public sympathy with their cause
which might have been felt. Besides, it placed the
drivers absolutely at the mercy of their fares, who were,
of course, quite justified in refusing to pay should the
men refuse to drive them to their destination. That such
a proposal should ever have been entertained shows to
what desperate straits the men were brought ; but, thanks
to the vigorous utterances of at least two of the London
magistrates, the boycott was as short in its duration as
the sentences upon the drivers would have been long had
the mad scheme been persisted with.
Mr. Wolfe Barry's inaugural address as the President
for the year of the Institution of Civil Engineers, on the
3rd inst., largely took the form of a review of the progress
made in engineering science during the 60 years of the
, Queen's reign. Perhaps the most attractive part of Mr.
Barry's address was that in which he dealt with the
' appearance of the automotor as a factor in our everyday
life. In his opinion we are now on the eve of a develop-
' ment in automotor carriages and wagons which will be
\ as remarkable and far-reaching as that of the bicycle.
j He thinks it will probably prove that the automotor will
i accommodate much of the traffic to be served by light
! railways, and render to a large extent nugatory the legis-
I lation of last Session on this subject, more especially if
I provision is not made in the construction of such line3
j against the evils of break of gauge.
A decided novelty was seen in the course of the
November municipal elections at Coventry. Voters were
conveyed to poll in motor-cars. This is the first time the
new vehicles have been brought into such nse in
England. The motor-cars are the earliest to be made in
this country, having just been produced at the Coventry
works.
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Novemb«r,1896] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL
&
As a contribution towards solving the problem of
locomotion in London, Mr. J. Allen Baker, a member of
the County Council, has prepared an elaborate memo-
randum dealing with the question in various aspects, and
discussing incidentally the scheme now under consideration
f>r the purchase of the two metropolitan tramway systems.
He has drawn up a statement based upon information
collected by himself at Blackpool, Huddersfield, Leeds,
Glasgow, Edinburgh, and other cities where mechanical
traction or ^he municipal working of tramways is in
vogue. The result of his inquiries is summed up in the
statemeut that he is " more than ever confident that the
Council will not obtain full value for their property,
either in t'ie sense of1 giving an efficient service to the
travelling public of Loudon or an adequate profit to the
nite payers, until they adopt a suitable system of electric
traction and have the full benefit of the very great
advantages that are to be derived therefrom." Experience,
he a Ids, is universally in favour of municipal as against
company working of tramways, and he oppose* the scheme
now before the Council on the ground that it would delay
municipalisation for a period of 14 years.
It is announced that there is to be an auto-car race on
the Riviera early next year. It is being organised at
Nice by a number of amateurs, but it will be open to
makers as well as amateurs. The race will probably be
from Nice to Marseilles and back, a distance of 450 kilo-
metres. It will most likely take place in February,
It is statsd that, in view of the electric omnibuses
which will be placed on the London streets, the London
United Tra'nways Company contemplates a second
attempt to obtain Parliamentary powers for the substitu-
tion of electric for horse traction on its lines from
Hammersmith to Kew and Richmond, and from Uxbridge
Road Station to Acton.
Thk automotor drivers of Hamburg have established
a strike record. Five-sixths of them went out, leaving
the public without the indispensable horseless carriage,
and in one day the terms of the men were conceded, and
the Hamburg citizens again enjoy their usual facilities of
locomotion.
Motors for horseless sleighs are among the latest
novelties. They are light, powerful affairs, and can be
run by au amateur as easily as those attached to horseless
carriages. The sleighs are designed to be run either on
snow or ice.
>
The City of Belfast has, by a majority of 24 to 9,
resolved to adopt the overhead system of electric
tramways,
♦——
London is charged £75 per horse per annum for the
hire of 137 horses for Fire Brigade work. Any practical
proposal, therefore, which would have for its object the
reducing of this big item of £10,275 is sure to receive
careful attention at the hands of the authorities.
America, as usual, is leading the way in such matters.
A big self-propelling steam fire-engine is already in use
at Hartford, and Fire Commissioner Russel, of Boston, is
about to order two of the same kind for his city.
A correspondent suggests that while the County
Conncil is asking the Local Government Board to reduce
the speed of motor-cars it might also devote some
attention to the size and weight of traction engines. His
house, he says, which is in one of the nearer London
suburbs, suffered a veritable earthquake from the passage
of one of these gigantic machines past its doors. The
whole house seemed to sway, and small articles of
crockery and furniture clattered as if there had been a
genuine earthquake,
♦
Hull seems likely to be amongst the leaders of the
automobile movement. A motor-carriage belonging to
Messrs. Thornton, Varley, and Vo.<, a well-known firm of
drapers in Prospect Street, Hull, has been perambulating
the streets for-a month past; now comes the news that a
local Company for manufacturing automotors will be
launched shortly, and that already there is a large
demand for the shares. .
The Lancashire County Council have adop'ed a stupid
recommendation of their Main Roads Committee, to the
, effect that the speed of the new motors should not exceed
six miles per hour. This decision was come to after a
vigorous protest from the Chairman of the Board, who
. pointed out that it was expected, and no doubt would bo
1 the case, that half the motor-carriages would be rcnlly
, p ivate carriages, which would not b8 more liable to
I injure the bridges than any other private carriage which
, went over them now. In France a light kind of motor-
| carriage was much in use on the roads, and it was to
, be remembered that if a bicycle had motor power it
would come under the rule. He suggested that the
i proposed rate of six miles an hour should only refer to
heavy traffic. To apply it to light vehicles would be, in
his opinion, objectionable. He did not think the Council
! should do anything to limit the use of the new carriage
I when it came into operation, and on that ground he
| appealed to them to reconsider their recommendation.
The Board, however, would not listen to reason, and, as a
| body, rendered themselves ridiculous by their resolution.
The North Riding County Council were not much
better, as they resolved to recommend that the rate of
speed at which light locomotives shall travel on public
highways shall be, for 12 months at least, not more than
10 miles an hour.
•
The Works Committee of the Acton District Council
have instructed the clerk to the Council to write to the
secretary of one of the motor-car companies, asking for
an estimate of the cost of a scavenger's cart fitted with
motors. It has not yet been decided to dispense with
the horses now in use, but it is thought that motor
scavenging carts will be a mor* economical means of
road-cleaning.
♦
From far-distaut Rangoon we hear that the ladies have
taken the automotor under their protection and made it
popular — as a practical protest against the cruel manner
in which horses are treated there. The engineer drivers
are smartly dressed in a sort of Spanish costume of dark
blue velvet, and the " turn-outs " are reported to present
an extremely taking appearance.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [November, 1896.
Fio. 1.
Fio. 2.
JTia. 3. . Fl°- 6.
For description of the above vehicles see page 73.
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Notbmber, 1896.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
65
For description, of the above vehicles see page 73.
1'IU. 16.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [-\ovrmbrr, i?90.
EMANCIPATION DAY.
(See Pages 64, 65, and 66 for III titration*)
On Saturday last, the long looked for and much discussed
date on which motor-carriages could be legally driven
through our streets without absurd restrictions arrived.
Those of us who have in the past indulged in stolen rides
in out of the way places, undertaken with a due fear of the
police ever present to the mind, naturally took the earliest
opportunity of making use
of our new-found liberty.
Without incurring the ex-
pense of a Continental trip,
we were on the stroke of
that midnight which
ushered in a dismal 14th of
November, at liberty to
career at will through the
streets of London, hampered
only by thoughts of Local
Government Bonrd regula-
tions, which will doubtless
be modified at the end of
the six months for which
they have been officially
promulgated.
Personally, we celebrated
the occasion by taking a
phaeton out of its quarters
at about ten minutes to
twelve, being duly guarded
by a policeman, who exer- f 10
cised solemn care that' we
did not start a moment
before the " grim clutches
of the law " were released
by statute. Once the clock
had really chimed the man
in blue had lost his terrors,
and with a vigorous cheer
from the crowd which had
gathered round, we started
on our way through the
traffic, encountering in our
progress the good- h o moured
chaff and comments of the
omnibus and cab driveis,
who were conveying belated
theatre-goers and diners-out
to their homes. About an
hour or so of this on a bad
November night, with the
prospect of a heavy day
before us, was enough for
amusement, and after com- Fio,
paring not-.-s with a few
others who had similarly celebrated theoccasion, we gladly
adopted Pepys's phrase of " then to bed."
The early morning— say between eight or nine — might
have pleased a Mark Tapley, but with the prospect of a
run to Brighton on vehicles which had never before been
legally tried in England, the outlook was about as bad as
it could well be. A drenching rain had fallen heavily for
hours, the roads were soft and muddy, while a mist —
heavy enough to be almost described as a London fog —
13.
hung about the streets in the vicinity of the river with
a chilling depression which might have well checked any
enthusiasm on the part of those who might otherwise
have been expected to be interested in the new vehicles.
The inhabitants of the Metropolis and the surrounding
suburbs soon showed, however, that climatic conditions
would hardly prove to be any check at all upon their
curiosity to see the new carriages, and to celebrate the
day on which they might be used in their streets. The
procession to Brighton, which had been organised by
Mr. H. J. Lawson and his
confreres of the Motor-Car
Club, was in the mouths of
the multitude ; fabulous
sums were on offer for a
seat in one of the carriages ;
crowds of moie or less
known people vied with
each other for the posses-
sion of tickets to the Hotel
Metropole to view the start
in comfort, while outside
the great British public
took possession of every
available inch of Northum-
berland Avenue, its ad-
jacent streets, and the
roomy Thames Embank-
ment.
Writing with an intimate
knowledge of the crowds
which have been seen in the
streets on great . occasions,
we unhesitatingly assert
that never before have so
many thousands of people
been gathered in a given
space as those which con-
gregated in the immediate
vicinity of the Hotel
Metropole to see the start
of the motor - carriages.
The throng came at last
not in hundreds but
thousands, and in the end
the streets were absolutely
impassable. The first carri-
ages to take up their
position in the vicinity of
the Whitehall entrance of
the hotel arrived at about
9 o'clock, and from thence
onward until the start at
10.30, the police force, both
on foot and on horseback,
waged one continual war
with the crowd to get the
vehicles into position, and to make such arrangements as
would enable them to get a fair chance of starting when
the time arrived.
While all this was going on outside of the hotel, the
interior presented a very animated appearance as the
numerous gnests invited to an inaugural breakfast by
the Motor-Car Club put in an appearance. In addition to
the representatives of most of the important newspapeis
in the kingdom, and the members of the Club, many
14.
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November, 1896 .] THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
notable persons were present at the repast, which was
presided over by the Earl of Winchilsea, among his
supporters being Lord Fingall, Lord Cardross, Lord
Trinilestown, Lord H. Fitzgerald, Col. Sir V. Majendie,
Col. Fitzgeorge, Sir J. Ewart, Mr. B. Barnato, Mr. H. J.
Lawson, Mr. Jerome K. Jerome, and many others equally
well known. Mr. Chas. McRobie Turrell and the
Secretary of the Club, Mr. Harrington Moore, were here
and everywhere throughout tho day, indefatigable in their
efforts to ensure the comfort of the guests. The Chair-
man, in the course of some well-chosen remarks, pleaded
for consideration on behalf of the drivers who had
undertaken that day to pilot down to Brighton carriages
with which they had but little acquaintance under
circumstances of unusual difficulty, their task being
tendered the harder by the crowds which they would
meet, and the weather which was to be faced. To
this would have to be added the fact that many of
the carriages starting were comparatively old types of
Continental makes, which had covered considerable
distances and had sustained much wear and hard usage,
so that they could nor, fairly be taken as being at all
representative of the motor-carriages which may be
reasonably expected to be ultimately produced by the
Erglish companies and firms engaged in this industrv.
The noble Chairman's remarks were well received, and
at the conclusion of the breakfast a dramatic "drop
curtain" was effected when the Earl of Winchilsea tore
into tatters one of the red flags which have hitherto
been compulsorily carried in front of traction-engine and
motor-bicycle alike, and thus symbolically emphasised
the fact that the day of freedom in this matter had at
length arrived. All those who were not bound for Reigate
and Brighton by train to watch the arrival of the
carriages at those places then repaired to the windows of
the hotel to witness the start, and amongst the crowd of
special sightseers who occupied prominent positions in
the principal rooms we noticed the Duke of Teck and the
Saxe- Weimar family.
Punctually to time the vehicles were re.«ly to start, the
official programme and order being as follows : —
1. Pauhard dog phaeton.
2. Mr. Luwsons private landau.
3. Panhard and Levassor, the winning carriage at the
"Paris- Marseilles" race.
4. The Hon. Evelyn Ellis's private carriage, Daimler
type. J
5. Daimler phaeton.
6. Daimler phaeton.
7. Daimler carriage, second in " Paris- Marseilles " race. '
8. Pauhard and Levassor wagonette.
!) and 10. Daimler dog cart.
11. Pauhard and Levassor omnibus.
12. Daimler dog-cart, Mulliner'sjimited body
13. Daimler's two-seat carriage.
14. Peugeot Freres omnibus.
15. Bersey landau, electrical.
16. Bersey phaeton, electrical.
17. Bersey hansom, electrical.
18. Britannia Victoria, electrical.
19 and 20. Britannia dog-cart, electrical.
21. Britannia Victoria, electrical.
22. Britannia Bath chair, electrical.
23. 24, 25, and 26. Auglo-French phaeton.
27, 28, and 29. Arnold sociable, Bentz motor.
30. Arnold Sunlight. Soap van, Bentz motor.
31. Arnold Victoria, Bentz motor.
32. Pennington tandem.
33. Pennington tricycle.
34. Pennington cycle safety.
35. 36, 37, and 38. Bollee motor-cycle, Bollee motorcar.
39. De Dion tricycle.
40. De Dion racing tricycle.
41. Barrie Bersey, private carriage.
42. Lutzmann phaeton.
43 and 44. Dnryea carriage, American.
45 and 46. Rub tricycle.
47. Three-wheel dog-cart, New and Mayne, oil.
48. Hunt's Panhard and Levassor omnibus.
49. Bucknall private carriage.
50. L'Hollier tricycle.
51. Lorraont Paris steam bicycle.
52. Lutzmann van, Sunlight Soap.
53. Petter's oil motor-carriage.
54. Messrs. Penn's steam-carriage.
The route taken was by way of the Victoria Embank-
ment, Westminster Bridge, Lambeth Palaoo Road, Albert
Embankment, Harleyford Road, Kennington Oval, Brixton,
Streatham, Thornton Heath, Croydon, Purley, Merstham,
Reigate, Crawley, Hand Cross, Bolney, Alboumo,
Pyecombe, Patcham, and Preston Park.
The carriages with their drivers had been in readiness
for more than an hour before Mr. H. J. Lawson, as pilot,
gave the signal to start ; but when progress had to be
made then came the troubles of the police. A solid wall
of people in front and an all too narrow lane at the sides
of the drivers seemed to arrest all attempts to proceed.
However, by a judicious admixture of force and persuasion,
coupled with the good humour of the crowd, a commence-
ment was at length made, the onlookers being vigorous
with their cheers and ready with their comments. The
feelings of the " man in the street " towards the new-
comer are somewhat difficult to ascertain. We told off
one of our representatives to specially advise ns on this
point, but he failed to give us much help. His testimony
was to the effect that the trade unionists had somehow
got it into their heads that the whole procession was an
organised opposition to the cabdrivers on strike ; while
the mothers were of opinion that from henceforth the
streets would not be safe for women or children ; and the
City men thought that "no fellow would ride behind
a 'bus horse while he could glide along like that."
All were unanimous, however, on one point — that the
show was the most novel which London has seen fcr
years. Perhaps when our contributor has had time to
analyse the result of his investigations, he will see
that the public— like all of ns — cannot yet attempt to
fathom what will be the ultimate result of the new
method of transport which has been introduced into our
midst.
Coming to the actual start of the procession,
such im-pection as could be obtained from even
the most advantageous stand in the hotel, was an
imperfect and obscure one, but it could be seen that
in the forefront of tho procession was the pilot car,
displaying the violet and gold banner of the Motor-Car
Club, the President of which, in yachting costume and
wearing an armlet of blue and crimson, steered the
machine— a dog-cart with a hood — which was propelled
by a Panhard motor. Next to it in the order of starting
— which, however, was soon disarranged by the vicissitudes
of the journey — was the Daimler " Present Times " closed
landau — the same which took part in the Lord Mayor's
Show. Then came the winner of the Paris-Marseilles
race, having two places in front, with a protecting hood,
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THE AUTOMOTOR AND HORSELESS- VEHICLE JOURNAL. [Novbmbkb, 1896.
and two places behind, the passengers being seated back
to back. Colonel Sir Vivian Majendie was on this car.
Next in order was the Daimler private carriage, owned
and driven by the Hon. Evelyn Ellis — a vehicle which
has already travelled 2,000 miles. It holds four people,
dog-cart fashion. All these were provided with petroleum
motors. Three tricycles, tandems, constructed on the
Bollee system — cumbrous-looking machines, with huge
rubber tyres, but having powerful 1^- horse-power oil-
motors — followed, together with a Kane-Pennington
bicycle. In their rear was a phaeton giving room for four
travellers, who were assured of some protection from
inclement weather by a roof and a glass screen. An
advertising delivery van (Messrs. Peter Robinson's)
preceded another of the yellow-wheeled cars which
appeared in the Paris-Marseilles race, in which it
actually proved the fastest. Mr. Turrell was in charge,
and his sole companion held aloft a red, white, and blue
flag, intended to commingle the French and English
colours, with a tattered and besmirched red traction-
engine flag also attached to the pole. After this, in order
of starting, was another of the French automobiles, the
winner of the second prize. It was a wagonette, with
room for a driver and three passengers, the Earl of
Wincliilsea taking the box seat. Other vehicles, also
driven by Panhard and other motors, built according to
patents owned by the British Motor Syndicate, followed,
one of them being a neat bus (Harrod's), with accommo-
dation for four inside, aud another being the Panhard-
Mulliner dog-cart.
It was altogether a matter of hazard on the part of
those who started for Brighton by motor-car whether they
would ever reach their destination. A Press represen-
tative who was fortunate in having the opportunity of
travelling by a car which completed the journey satis-
factorily supplies the following record of the run : —
Our car was No. 15. It was the one which actually came in
first in the Paris-Marseilles race, but was placed second in order
of merit. M. Merckel, who steered it on that occasion, and
whose portrait appears in Fig. 4 of this number, was our driver,
and his coolness and discretion, with daring and nerve at ticklish
moments, were much to be admired. Lord Winchilsea sat on
the box of this conveyance, which carried four persons in all,
two in front and two in wagonette seats, facing each other,
behind. The six horse-power motor, built by Panhard, an
improved Daimler, was driven by petroleum, and it made
690 revolutions per minute, the gearing permitting four rates of
speed — the fastest, I understood, being 25 miles an hour.
Reversing gear enabled us to go backwards or forwards at will,
and, instead of bands and rubber pulleys, which, if too soft, are
liable to lengthen and burn, creating an horrible odour, the
power from the motor was transmitted from the shafting by a
chain travelling over a cogged wheel attached to the axle. Two
brakes were fitted, and the machine was under splendid control,
as the incidents of the trip will show.
We had to forge our own way through the huge crowd which
filled the Thames Embankment, the temporary stoppage of a
parcel van in front of us having led the siiectators to close up
their ranks, but following in the wake of Mr. Turrell's " flier "
— its record speed is 32 miles an hour — we presently crossed
Westminster Bridge, cheered by tens of thousands. The
pavements, the housetops, the range of hospital buildings
belonging to St. Thomas's, the river craft, and every inch of
foothold on the ground, or high above it, were black with
people. From Vauxhall— where the first car fell out — we
steered through the crowd there assembled, and through
Kennington to Brixton the concourse of spectators was
immense. The red parcel van again indulged in vagaries, but
before the police could deal with it as an obstruction it again
went merrily onwards. Not so a motor-cycle, whose owner I
saw despondently wheeling it back 'along the edge of the crowd,
until, as I afterwards learned, he could find a hansom to carry
off the disabled machine. Cabmen were just a little incredulous,
aud 'bus drivers were sarcastic as to the capabilities of the new
machines. " I don't think much on 'em," said one ; but the
tram drivers — who have been accustomed to the cable trams on
Brixton Hill— were more tolerant.
This long but gentle rise, followed by Streatham Hill, attain-
ing to a height of 184 feet, did, indeed, tax the climbing powers
of the weaker machines, aud, as was subsequently reported,
many of them got no further ; but given a good car, we soon
left the laggards behind. It was at the Crown aud Sceptre,
where the pilot car took refuge for a while, that we started in
good earnest, travelling through thick lanes of men and women
and children, pursued by a flight of cyclists, and running side
by side with trotting mares in tandem, on one of which was
impudently perched a dog, maintaining his equilibrium wonder-
fully. To this point we bad been an hour on the journey for
the six miles covered ; but in spite of the rising ground, which
did not trouble us much, except to put into play the gearing
for reduced speed, with increased climbing power, we got to
Streatham Library at 11.40, ten minutes after leaving the
Crown and Sceptre ; and four minutes later we were passing
the common, and left behind us the Excelsior coach, which had
been obliged to stop to water its horses. But we needed
nothing for many a mile yet. Onward we sped, a welcome
warmth diffused about our feet, and a trail of steam behind
us, which was reminiscent of the atmosphere of " washing-day,"
but otherwise there was no discomfort due to the vehicle
itself. It is true we were bespattered with mud, but this
was thrown up from the tyres of some too attentive cyclists
who, realising that the car was a good pace-maker, rode
closely in our rear, trusting to us for a signal to check a
collision, as they were without brakes. Out-distancing an Irish
jaunting-car tandem, down we went to Norbury, made light of
the ascending road through Thornton Heath, and so on to West
Croydon, and into its main street, as the hands of the clock of
the Town Hall pointed to the hour of noon — just 10 miles in one
hour aud a half. The Croydon townspeople to a man had turned
out of doors, business came to a standstill, and domestic servants
and errand boys rejoiced in a brief respite. Away we went
through the High Street of the suburban borough, past the
coaching-houses, once the pride of the old town and the hope of
the future, now that the glories of the road are to be revived,
and so into the open country, with the rice thrown by a well-
wisher still in our ears and working down our backs, just as
though we were a runaway pair returning from Gretna Green,
and were welcomed by friends who had aided in bringing about
the elopement
At Purley Corner, a point from which the bicycle records are
made, we began at 12.10 p.m. a run of 10J miles to Reigate, for
the road led us through Redhill. But we had a long climb
before us, having to ascend from 220 feet to 434 feet— the highest
altitude of the chalk ridge just before reaching Merstham. The
fog had now lifted, and the genial weather had tempted carriage
folk from miles around to line the roadside, and holiday had
been permitted to the boys and girls of the Reedham Orphan
Asylum, who gave us a hearty cheer.
Down the hill into Merstham, having caught here and there
a view of the special tiain from Victoria on its way to Reigate,
we plunged. For the first time we felt the exhilaration of
travelling at 25 miles an hour in a motor-car. Not a thought
of danger, not a thought of what might happen if the smaller
car in front of us suddenly broke down, and we were unable to
avoid a collision ; but full of confidence in our driver, down we
went, descending over 200 feet in the couple of miles which
separates the picturesque village of Merstham — one of the
old coaching places of call — from Redhill. This is the modern
part of the ancient borough of Reigate, and it owed its creation
entirely to the reluctance of the Reigatonians of those days to
allow the Brighton Railway to pass through their town — an
error of judgment which has ever since been regretted. Into
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Red hill, avoiding the shorter route vid Gatton Corner, we go,
leaving its Marble Hall and quaint Town Hall — a relic of the
days when Gatton was a pocket borough — behind us as in a
flash, for it is nine minutes only since we quitted Merstham. At
Redhill two roads are open to us, either we may take the " classic :'
coach road through Horley, Balcombe, and Cuckfield, places
whose inns figure so frequently in old prints — or we may
diverge through the rapidly extending residential town much
patronised by stockbrokers and City magnates, into Reigate.
It was at Reigate that luncheon awaited us, and our appetities
were sharpened by the fresh air. So thither we proceeded, a
little more cautiously, perhaps, as the throngs of bystanders
were great. We pulled up in the market-place, close to its
quaint isolated Town Hall, at I o'clock, having completed the
10J miles from Purley Corner in 50 minutes, and the whole
distance from London, 22| miles, in two hours and a half, in
spite of all obstacles of crowded streets, and unfavourable
conditions of the roads.
"Reigate welcomes Progress." Such was the inscription
prominent amidst the flags and bunting. The market-place
was jammed with vehicles and cyclists. Never in its history,
not excepting the memorable occasion when, in 1880, 40 cyclists
essayed and 20 only succeeded in ascending Reigate Hill by the
help of the stone tram line, has the retired coaching town been
so busy. Its hostelries were overflowing, and mine host of the
White Hart, what with coach parties to provide for, cyclists
and others, was obliged to have recourse to the Public Hall as a
supplementary luncheon place, where many of the motor-car
visitors, most of whom had arrived by train, could be served
with a substantial meal. For us it was a meal taken in a hurry.
We were anxious to make the most of the daylight, and we
were free to start as soon as ready. Dnring the 50 minutes
we stayed in the town there were a few opportunities of com-
paring notes. We learned that certain Bollee tricycles had gone
ahead, and that the first car to enter Reigate 20 minutes before
us was the Duryea — an American invention, which explodes
the charge in the motors by an electric spark. It had joined
the procession on the road. The Duryea pressed onwards, and
the first prize winner in the Paris race was the only car visible
when we drew up alongside it ; but in a few minutes we were
joined by the pilot car, driven by Mr. H. J. Lawson, which had
waited a little on the road, and at a quarter to two the Paris
car, driven by Mr. Turrell, came to hand, with a grievous tale of
disaster ; for, after water leak had been put right, the gearing
went amiss, and the brake b/oke. What became of this
unfortunate car, in the end, I am unable to say. We saw, too,
the roofed phaeton come in, and subsequently heard of the
parcel vans, after some misadventures, and the Anglo-French
conveyance putting in their respective appearances.. But time
was up, ana off we started independently at ten minutes to
2 o'clock for a run of 30 miles to Brighton.
A fairly ievel road between Reigate and Crawley, passing
through Hoothwood and Lowfield Heath, suggested to Lord
Winchilsea some timing. Accordingly, he discovered that the
first mile was covered in 4£ minutes, the second in 3 minutes
20 seconds, the third in 4£ minutes, the fourth in 4 minutes, the
fifth in 4 minutes 40 seconds, and the sixth in 4 minutes. Of a
dozen cyclists who had started from Reigate with us quite fresh,
eight now remained, and we passed the phaeton which had gone
ahead of us. Cottagers waved us welcome as we sped by, and
peasants stared at us in amazement. Crawley we found in
festive array — with a gre#t banner in blue and white strung
across the road, between its open-timbered or tiled-fronted
houses, to bid " Success to the Motor-car." The George Hotel,
with its curious dragon signboard swinging from a beam athwart
the high road, was the ceutre of local activity. Away we
went, over the level crossing, near which a train was kept in
waiting, and through the town, the inhabitants giving us a
pretty wide berth. They had grown cautious already ; for, as
we afterwards heard, an accident - had, a short time before our
arrival, happened. The first car to pass through the old- world
town had knocked down a little girl named Dyer, the daughter
of a publican at Three Bridges. She had been struck on the
head whilst leaning forward, and a cyclist who was following
fell on her with his machine. She was removed to the inn, and
the latest reports were that she was not injured seriously. Our
time to Crawley for the last three miles had been 134 minutes ;
and, as one after the other the milestones were passed, we com-
pleted 9jf miles in 45 minutes. It was a delightful piece of
woodland road which took us in the direction of Handcross.
Brown oak leaves, the ruddy foliage of copper beeches, and the
green Scotch pines, made together a picture of late autumnal
beauty, but the trees, charming as they were, and the carpet
of dead leaves, caused the road to be very damp, and at this
period of our journey it took us fully llj minutes to complete
one mile, and in this the cyclists gained upon us, as they always
did when we were laboriously, but steadily, ascending declines.
" This hill is dangerous for cyclists." Whether M. Merckel
saw the placard or not, or whether he chose to disregard it, I
cannot say ; he certainly approached the notorious descent of
Handcross Hill with apparent indifference. To rush through
the air at the speed of a torpedo-boat destroyer, down a narrow,
curving road, enclosed with hedges, and without being able to
see what was to the front of us, was a novel and thrilling
experience. The gradient is very steep. One minute we were
500 feet above the sea level, and the next 300 feet only. We
had accomplished this rapid descent of 200 feet in a few seconds
of breathless suspense, when the slightest error of steering
would have landed us into one bank or the other, or plunged us
into the midst of cyclists who were waiting at the bottom of the
hill to see how we should take this admittedly awkward piece
of country. We did it magnificently, without a swerve. And
all the while our motor was actively impelling us onward,
adding to the velocity which had been already imparted to the
vehicle by the momentum. It was a grand sensation, and the
danger of the feat was not lessened by a rearing horse attached
to a cart which we narrowly shaved at the foot of the hill, and
which we had calculated would involve us all in utter wreck
and discomfiture.
After this incident things appeared somewhat tame, and it
scarcely stimulated our pulses to hear that we had covered two
miles in five minutes. But the cyclists deserved attention.
One by one they had found the pace too killing or had met with
mishaps. The gruesome, mud-bespattered group, one or two
with blood running from their lips, into which they had pressed
their teeth, their naggard faces covered with splashes of clay,
held on manfully as long as they could. One man incautiously
followed too closely in our rear, and when we suddenly
slowed he could not avoid a collision. Frantically ho
grasped the back of the car, and away he was dragged from
the saddle of his machine, whilst his friends cried out, " Let
go, let go ! " as he was borne off at 10 miles an hour, until,
releasing his hold, he fell in the road, picked himself up,
rejoined his cycle, and was seen no more. Another tumbled
from his machine, and rolled neatly to one side just in time to
avoid a second motor-car which was catehing us up. A third
man held on to our car for miles, but in spite of the lift, and
the circumstance that the roads were getting less greasy, owing
to the rain, he could not go the pace, and he, too, dropped off —
the lust of the disheartened men of the wheel who had failed to
beat the motor-car. The driving rain tended to make the last
stage of the journey one of discomfort. At Bolney (3.6 p.m.)
we rejoiced the heart of an ostler by proving to hini that our
motor could drink up two large pails of water, and a liberal tip
was forthcoming for it. At Albourne Green, four miles
farther on, happily, we did not neeil to patronise the facetious
blacksmith, who placarded his forge with a notification that
motor-cars could be repaired " while yon wait." Some other car
did, however, break down hereabouts. Having left Bolney at
3.22, we arrived at Piecombe at 3.53, and thence, with a
descending gradient, passing on the road foxhounds, coaches,
carriages, cyclists, and spectators of all sorts and conditions,
who had defied the weather. We ran past Patchani, where
another breakdown subsequently happened, and so to Preston
Park, where we were welcomed with the flattering inscription :
"Centuries look down upon this, your immortal ride." We had
allowed Colonel Sir Vivian Majeiidie's car to get ahead of us, so
that on arrival we found ourselves second in the order of the
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[N'OVBMBBB, 1896.
procession which the Mayor of Brighton was waiting to conduct
to the Hotel Metropole, so soon as the pilot car should arrive,
which it presently did. We pulled up in line at 4.15 p.m., and
thus we had been 5 hours 45 minutes on the road, or, less the
time spent at Reigate and Bolney, 4 hours 40 minutes for the
50 miles.
It was blowing half a gale and was very wet when, having
safely traversed the crowded thoroughfares of Brighton and
the Front, we reached the hospitable quarters of the Hotel
Metropole, and at this destination other cars arrived one after
the other ; but it was impossible to tell which had survived the
extremely hard test to which the motors had been subjected.
Telegrams posted up in the hotel announced to the visitors that
60 vehicles would start from Charing Cross, but "they will not
all reach you." And this was true. But the actual number
could only be conjectured. A thinning-out process went on all
day. At Brixton the numbers declined ; at Streatham, 28 bad
passed at 12.39 p.m. ; at Thornton Heath, 26 at 1.45 p.m. ;
at South End, Croydon, 22 motors were counted by 1.48 p.m. ;
at Beigate, at 2.2 p.m., 9 cars had arrived ; at Crawley
the first car passed at 1.20 p.m., and 4 others at 1.30 p.m. ;
at Hurstpierpoint, on the Cuckfield Road, one car went
by at 2.11 p.m. At Brighton, at 6.30 p.m., Mr. Harrington
Moore stated that 15 had arrived, and amongst the minor
accidents notified was a punctured tyre, which, however, did
not prevent the Kane -Pennington bicycle from arriving all
right.
The following is the official list of the cars which reached
Brighton in the course of the afternoon and evening up to
6 o'clock, when the timekeepers (Messrs. J. Dring and R.
Coleman, who officiate for the National Cyclist Union) retired : —
Description of car.
Bollee car
Bollee car
Panhard omnibus ....
Mr. H. J. Lawson's car
Panhard and Levassor
Britannia bath-chair
Daimler phaeton
Pennington tricycle ....
Bersey landau
Panhard wagonette ....
Anglo-French phaeton
Daimler dog-cart
Bersey hansom
Time of arrival
at Brighton.
h.
ni.
8.
2
30
25
. 2
45
20
. 3
46
10
. 4
52
30
. 4
53
15
. 4
57
10
. 4
57
25
. 5
2
0
. 5
4
40
. 5
7
13
. 5
14
45
. 5
27
13
5 41 30
Some adverse comments having been made in the Press as to
the comparatively small number of motor-cars which arrived at
Brighton compared with those which paraded outside the Hotel
Metropole, it may be as well to explain that more than half of
the owners never intended to go all the way to Brighton, it being
arranged that they should simply take part in the inaugural
start. The reason for adopting this course was in order that
the public safety might be ensured, because with comparatively
inexperienced drivers the task of negotiating a new vehicle
through the immense crowd which thronged the streets would
have been fraught with great danger. The police authorities
would not give any facilities for practice before the Act of
Parliament actually came into force, as shown by their successful
prosecution of one driver who ventured out at 10 o'clock on
Friday night and also by their unsuccessful application for a
summons against Mr. H. J. Lawson for driving a motor in the
Lord Mayor's Show. Then, too, after a few miles had been
traversed, the unfavourable state of the roads and weather
doubtless deterred many of those who would otherwise have
gone the whole of the journey.
With reference to this point the Motor-Car Club yesterday
issued an official report on the run from London to Brighton on
Saturday. The committee state that it was at first decided
that only cars officially tested and passed should enter for the
ride, but this was overruled, and an open event decided upon.
Instead, therefore, of 20 efficient cars entering as pre-arraDged,
all kinds of experimental machines took part in the demonstra-
tion. The committee go on to explain the manner in which the
cars arrived, and state that no accident of any kind happened
to those belonging to the club. After the banquet, the com-
mittee examined 20 cars, and beyond the lower half of each
vehicle being smothered with mud, they were in perfect condi-
tion, and ready to take the road again immediately. Eighteen
of these cars were lent by members of the British Motor
Syndicate. The committee award gold medals to the first eight
motor-cars which arrived in the town. Considering the head
wind, the beating rain, heavy roads, and congested traffic, and
considering the fact that 20 motors out of 22 which left Brixton
arrived at Brighton during the evening without accident, they
add that a feat has been accomplished far exceeding their most
sanguine expectations.
DINNER AT THE METROPOLE.
The dinner given in the evening at the Hotel M6tropole,
Brighton, by Mr. Harry J. Lawson, " in celebration of the
passing of the Locomotives on Highways Act, 1896, the Magna
Charta of Motor-Cars," took place in the Clarence Rooms, and
was a brilliant success. The company numbered some 200.
Lord Winchileea (President of the Club and Chairman of the
Great Horseless Carriage Company) presided, having, on his
right, Mr. Hairy J. Lawson, the genial host of the evening, and
on his left the Mayor of Brighton (Alderman J. (J. Blaker, J.P.).
Those present also included : —
The Marquis of Queensbury, Sir Somen Vine, Sir Joseph Ewart,
M.D., J.P., the Mayor of Reigate. Mr. J. T. Allbutt (Huuiber and Co.),
Councillor Broadbridge, Mr. J. Bradford, Mr. J. B. Baxter, Mr. C. N.
Baker, M. Bollee (inTentor of the Bollee car), Mr. W. C. Bersey
(Great Horseless Carriage Company), Mr. J. J. Clark, J.P., Mr. C.
W. C. Crandon (Great Horseless Carriage Company), Mrs. Crandon,
Mr. Childs, Alderman Davey, J. P., Mr. Dcvine, Mr. Dalzicl,
M. Daimler (inventor of the famous motor), Mr. Duncan, Mr. C.
McB. Turrell (Deputy Secretary British Motor Syndicate), Mr. H.
Fenney, Mr. Roger Fuller, Mr.. S. Gorton (New Beeston Cycle
Company), Rev. Prebendary Hannah (Vicar of Brighton), Mr. D.
Sherwin Holt (Daimler Motor Company), Mr. Rowland Hill (New
Beeston Cvcle Company), Mr. Innes (Beeston Tyre Company),
Dr. Iliffe (New Beeston Cycle Company), Mr. Henry Jelley and
Mr. James Jelley (Beeston Tyre Company), Mr*. Harry J. Lawson
and the Misses Lawson, Mr. J. H. Mace (Daimler Motor Company),
Mr. W. OlliTer, Mrs. Olliver, Mr. C. Osborn (Secretary Great Horse-
less Carriage Company), Mr. W. Phillips (Humber and Co.), Mr. E.
F. Pierson (British Motor Syndicate), Alderman Sendall, J.P.,
Councillor Stafford, J.P., Mr. Frank Sliorland (Raleigh Cycle
Company), Mr. C. N. Stewart (Great Horseless Carriage Company),
Mrs. Stewart, Mr. J. Tonks, and Mr. Van Praagh.
The loyal toast having been honoured, the Mat or of Brighton
proposed " The Motor-Car Club," remarking that although, in
accordance with the request he had received, his remarks would
be few, they would be none the less sincere and cordial. He
was sure they would agree with him that that would be a red-
letter day in the history of the country, and certainly in the
history of the town of Brighton (applause), because they took
it as a compliment that on that, the first day on which the
Act came in force, the Motor-Car Club should have chosen
their town as the one to come down and visit. (Applause.) He
had the pleasure of riding down from Preston Park on the
foremost car, and he was bound to say it was one of the most
pleasant rides he had had in "his life. It was true that the
elements were not altogether favourable to the ride, but he
would venture to call their attention to the fact that it wa9
a big christening, and that they very often found water at
these christenings. (Laughter.) As they were aware, the
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reason that they were that day, for the first time allowed to
pass along the Queen's highway, was the removal of a flaw
in the law, and it was largely through the influence of the
Motor-Car Club that the law had been so altered as to allow
the public to make use of this — in his opinion- -greatly improved
means of locomotion. In honour of the event the Brighton
and Sussex Goldsmiths' Association had presented him with
some of their registered designs, with the arms of Brighton
suitably engraved, and he would ask their Chairman whether
he would accept, as a small memento of the occasion, one of
those medals. (Applause.) It was characteristic of the town
that people coming there to live never left the town. By some
singular accident twenty years ago Mr. Lawson did leave
Brighton, but he had returned to it in his triumphal car, and
they might depend upon it that if he went away it was because
he had that car, and could so easily come down again from
London to Brighton. (Laughter and applause.) He had great
pleasure in submitting to them the toast of " The Motor-Car
Club," coupled with the name of Mr. Lawson. (Applause.)
Mr. Harry J. Lawson, in responding, said that remarkable
occasion was the first meet of the Motor-Car Club on the great
day of the emancipation of his very much-beloved motor ; it was
the day of the great deliverance of our roads and highways from
the reign of quadrupeds and the rule of, well — other animals.
(Laughter.) For 16 long years the lovers of science had been
waiting for this day with the full knowledge that machinery
and science were equal, nav, vastly superior, to any animal
power. (Hear, hear.) That day was a victory. (Hear, hear.)
He did not know how many there were at the start — but he
himself counted 32 cars. At the start the procession was broken
in halves by a great rush of people, ana he had heard that a
part of them never started at all. (Laughter.) It was utterly
impossible to get through the people ; the enormous crowd was
greater than that at the Lord Mayor's Show on the previous
Monday. (Hear, hear, and applause.) The 11 cars which were
particularly his detachment were his Syndicate's cars, and they
were supposed to be the latest improved patterns. (Hear, hear")
He was very pleased to be able to announce to them that every
one of those cars was in Brighton that night. (Applause.) With
the exception that a bolt fell out of the cylinder of the car on
which he rode, involving half an hour's delay, he had had the
most pleasant ride the weather would allow. (Laughter.) It
was lovely until they got just beyond Crawley, and then it did
rain very hard. (Laughter.) He thought the rain was helping
them, because had the weather been fine people would have said
they would not have brought out their cars had it been heavy
weather. In spite of the weather, however, in spite of many
inexperienced drivers, and in spite of the very hilly nature of
the roads, he had a telegram to say that no fewer than 22 cars
had arrived in Brighton — or were still on the road. (Laughter
and applause.) The most remarkable performance of the day
was undoubtedly that of M. Bollee, the great French inventor,
who was there that evening. He left Brixton at half-past 11
and arrived in Brighton at 25 minutes past 2. (Applause.)
Mr. Lawson then gave the names of others who were among the
earliest to arrive, and said the question was, What did all this
mean 1 It meant that they were able to deliver goods by road
from London to Brighton ; and they had done so that day.
(Applause.) Now they would be able to start a carriers' wagon
at 5 in the morning, arrive in Brighton and return again to
London by 1 o'clock, and cnce more return and make a
second delivery in Brighton in the afternoon by 5 o'clock,
returning to London again by 9 o'clock in the evening.
Proceeding, he said he believed the coach which accompanied
them that day arranged for five changes of horses to keep up
with them. That was 20 horses for the one journey. Of
course, there were some trotting mares on the road which
simply went by his car, but he pointed out that there was very
good reason for not keeping up with them, because the law
forbade him to travel more than 12 miles an hour, though
trotting horses, cyclists, and butchers' boys might travel at any
fate they liked. (Laughter.) He went on to say that that was
the inaugural day, the birth, of one of the greatest industries
the world had ever seen (hear, hear), because it would branch
off in all directions. Their forefathers made great fortunes by
the introduction of machinery, and he hoped that men of the
present day would do the same. (Hear, hear.) According to
the Press of that week, the safety bicycle trade, of which he
was, as they knew, the acknowledged founder, had already
reached an annual sale of no less than £12,000,000. And if
that had been done with regard to cycles, what, indeed, would
motors do ? He believed that almost every kind of domestic
life was going to be affected by it (laughter), and that the value
of property and land would also te affected. The Brighton
builders gave season tickets to connect their houses with
London. They would not do that in the future. They would
put up a handsome little coach-house, and put a handsome little
motor in it, and by that very motor they would connect it with
the town. Land 10 miles outside the town would become
almost as valuable, if there were good roads, as land in the
interior. Now, that was an enormous item, but it was bound
to come ; there was nothing to prevent it. He did not believe
it would stop even there. He believed the houses themselves
would take to moving. (Laughter.) Why should they all
stick together in one place? Why should they not be able
to say iu London, " We have had enough of London ; we'll be
off to Brighton " — then put a little oil into the motor and away
you go ! The houses moved in America, and houses were going
to move here. They would naturally like to know what kind of
system was employed in propelling the cars that day. In
nearly every case oil was used, but he pointed out that the
benzoline, which was meant by the word " oil," only escaped by
half-drips, and that the atmosphere had an important part to
play in supplying the motive power. When electricity was
used the only trouble was in " charging up," but wherever the
electric light was there they could get it charged. They simply
had to take out one set of batteries and leave them to be
charged while they used another lot already charged. Motor-
cars were not fully developed yet. It seemed to him that if oil
could give all this immense power at present, it was only for
them to wait a few months and Great Britain would produce,
he hoped, a car really perfect — that was to say, with much less
noise than at present. Numbers of the cars that came that
day were English as well as French, German, and American,
and every one of them was a little better than the other. They
kept on improving. He did not know a single accident that
had happened that day — except two. (Laughter.) One of
them he saw himself. A horse (it pained him to say) and trap
knocked down a cyclist and ran over him. He was sorry to
say, also, that he saw a motor-car knock down, he believed it
was a child, at Crawley, but he was pleased to say it was not
one of their cars. He believed, however, it was not at all the
driver's fault, for it seemed the police had just cleared a
pathway, and then the child dashed right across in front of the
motor. Such an accident would happen to anyone, horse or
motor. (Hear, hear.) People who saw his carriage in the
Lord Mayor's procession on the previous Monday confidently
informed him that it was driven by electricity. One man
shouted out to him, " What about the 'osses, sir ? " He said,
What about them? He saw that the "whip makers of Walsall"
had been holding meetings and writing to the papers carefully
signing themselves anonymously as " friends of the horse "
(laughter and applause) — the poor animal with a " leg at each
corner" which stood so much flogging from them. Oh, the
irony of it ! Friends of the horse f After they had broken
his heart, broken his spirit, " broken him in," as they called it,
they put a great load behind him, and because he tried to run
away from it and run away from them, because he could but
drag the load with him in his vain attempts to get free, they
said, " Behold the friend of man ! " He was afraid if they
gave the horse a chance he would not show such friendship.
He had a painful recollection of giving a horse a chance in
Richmond Park the other day. He suddenly put his steering
wheels round where his head was, while he himself went straight
on ! And when he woke up among the dead leaves he found
the " friend of man" had gone home. But not so the motor :
like a fair angel of science it now stood holding out to them and
to all Britain its dainty levers, saying, " Take me ; I am your
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Novhmber, 1896.
willing slave. I will work incessantly from early morning till
late at night — all night, too, if it is only your will ; and, as your
most humble and obedient servant and slave, I will earn the
everlasting gratitude of mankind, the triumph of science, and
bring wealth and prosperity to the whole nation at large."
Mr. Van Praaob, in proposing "The Industry of Motor-
Cars," said the day was not far off when it would be as difficult
to think of the world without motor-cars as it was now to
think of the world without railways. Only a year ago, when
Mr. Lawson told him he was going to buy the Daimler motor,
he could scarcely imagine a man speaking in that way, and he
ventured to say there were very few in that room who knew a
year ago about motor-cars. Mr. Lawson, in forming the British
Motor-Car Syndicate, had brought into it three important
factors — himself, his money, and his influence. (Applause.) By
his influence he brought in some of the most important men
who directed the industries of the present day, and the Syndi-
cate set about buying all the patents of any value, making the
industry what it should be, to place England side by side with
Germany, and France, and America, ana other nations of the
world. Mr. Lawson was the pioneer of this industry, and by
his exertions, directly or indirectly, he had brought abort the
alteration in the law without which the event of that day could
not have occurred. The British Motor-Car Syndicate had now
given birth to a great and important Company, the Great
Horseless Carriage Company, which would give English engineers
and inventors an opportunity of competing with the world in
designing and making motor-cars. The Daimler Company had
also been formed, and now they were on the eve of a new
departure — an electrical cab company for London, which, he
understood, would be launched almost at once. In conclusion,
he eulogised the services of Lord Winchilsea in connection with
the movement, remarking that they might be proud and grateful
to have such a leader. (Applause.)
Lord Winchilsea, in responding, said he had been asking
himself whether they were that day taking part only in an
interesting scientific experiment, or whether they had been
founding a great national industry. He was bound to say that
that afternoon he had felt they were making an industry very
fast, when he found by his watch that they were working on at
something like 24 miles an hour. (Laughter.) The impression
that they had arrived at a very practical point in this industry
was put in his mind as they flew over the intervening
50 miles between London and Brighton. He must say that,
bar weather, he had never had a more delightful ride in
his life. (Applause.) He was delighted to find there was
a complete absence of smell and a complete absence of
vibration, and that the carriage was under perfect control,
while horses had such little regard for their impending doom
that they took no notice whatever of the car as it passed.
(Applause.) He was struck with the attitude of the crowds
which lined the roads everywhere. It seemed to him that
they too felt that something more than an experiment was
being carried out, and that a practical step forward had been
taken to increase the facilities and enjoyment of their lives.
Of course the legal restrictions which only came to an end
that day had been a very serious barrier indeed to the
prosecution of the motor-car industry in this country — so much
bo, indeed, that practical engineers had scarcely turned their
attention to the subject. At the same time, he believed that
when their engineers did turn their attention to the matter
England would not long remain behind other nations in this
respect. Such companies as the Great Horseless Carriage Com-
pany had great responsibilities in placing before the public
really serviceable articles, and he hoped the public would be
patient with them for a few months while they were perfecting
their tyj>es, and that when they were placed in the hands of the
public a certain amount of responsibility would rest with their
owners, and that they would De treated with the forbearance
due to an instrument, of whose powers those who used it had an
imperfect knowledge. He believed motor-cars would be of the
utmost use in collecting and distributing agricultural produce.
(Applause.) He had long felt they would be infinitely superior
to light railways, and the Chairmen of more than one of the
great railways, with whom he had had an opportunity of dis-
cussing the matter, shared that opinion ; and looked forward to
the time when they could be supplied with motor parcels vans
to send out to agricultural districts as feeders of their main
lines. He was very glad to think the use of motors would be by
no means confined to private individuals. He believed the
Government would make large use of them to expedite and
improve the parcels post. (Applause.) The industry would
give employment to numbers of people, and afford an outlet for
a great deal of capital at present locked up. Be must point out,
on behalf of those responsible for the industry, that the motors
already introduced might, even in the opinion of their inventors,
be immensely improved, and that probably the motors of a few
years hence would be very much more perfect than the motors
of to-day ; but with that reservation he was convinced that they
had arrived at a period at which these motors were, if not
perfect, yet applicable for practical purposes. (Applause.)
Sir Sohers Vine, in proposing the next toast, said those who
were interested in this motor-car industry should acknowledge
the hearty co-operation they had received from the representa-
tives of the local governing authorities. The authorities might
well be expected to be among the first to practically apply this
industry within their respective areas, and certain it was that
in the exercise of their judicial and administrative functions
they would have an influence on the industry which might be
most conducive to its prosperity. These authorities were
represented there that night oy the Mayors of Brighton and
Reigate, and he asked them to drink to their healths.
The Mayor of Reigate having briefly replied, saying he
was extremely pleased with the proceedings and speeches,
Alderman J. G. Blakbr (Mayor of Brighton) said he was a
little more doubtful than the previous speaker about the
proceedings and speeches. He was quite prepared to hear
from Mr. Lawson great things, but he was not prepared to hear
him say that houses were likely to go about like motors.
(Laughter.) If that was the case he was quite sure they would
be found to be missing when the collector of rates went round
(renewed laughter), and if that were so they would not find
such fine roads as they did when they entered Brighton that
day, or that electric light which had so brilliantly lighted the
thoroughfares. In the name of the Corporation and inhabitants
of Brighton he must cordially welcome them to the town.
(Applause.)
Alderman Da vet then proposed " The Press," saying he was
proud of the independence it displayed, and glad that England
had a Press second to none in the whole world. The toast
having been acknowledged,
Mr. Lawson presented M. Daimler with the handsome silver
trophy which was won in the Paris-Marseilles race by Messrs.
Panhard and Levassor, who desired that it should be handed to
M. Daimler, because he was the inventor who, ten years ago,
made the first successful oil motor.
M. Daimler briefly replied, and the company then dispersed.
Yesterday morning, at Brighton, there was a parade of
motor-cars. Thirteen vehicles assembled at the Hotel Metro-
pole, including heavy vans, cycles, and phaetons, and went
along the front to the eastern boundary and back to the hotel,
where the procession dispersed. Subsequently the cars were to
be seen in various parts of the town, especially on the King's
Road, where great crowds of people had assembled. Numerous
photographers were at work, and several cars and groups of
cars were taken. With few exceptions the horses at Brighton
have shown no alarm at the motor-cars. One horse attached to
a private carriage became alarmed when the procession returned
to the hotel, and jum]>ed the railings in front of the building.
It alighted safely on the pathway, but the shafts were broken,
and the vehicle was otherwise damaged. The cars returned to
London this (Tuesday) morning, parading at the Hotel Metro-
pole at half-past ten.
Some idea of the large number of persons who
witnessed the run to Brighton may be gathered from
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.VorKMBBR, 1896.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
73
an experience of our own. We published a cheap
souvenir number of The Automotor and Horseless
Vehicle Journal, containing a programme, some infor-
mation, and a few pictures of the carriages. The issue
was, perhaps, one of the largest ever made by a technical
or trade journal ; but it was exhausted in the London
.streets in less than one hour ; while from the orders
which rained in from the agents at least another 25,000
could have been absorbed in the metropolis alone — to
say nothing of the principal towns on the line of route,
Brighton alone asking for a further supply of 5,000.
With the object of inspecting the carriages which the
British Motor-Car Company (Limited) and Mr. H. J.
Lawson intended to send on the journey to Brighton, we
recently visited the exhibit at Wembley Park. Armed with
a permit signed by Mr. Chas. McRobie Turrell, Mr.
Lawson's able private secretary, we examined the remark-
ably interesting collection of motor-vehicles which has
been' collected there. They show at a glance the progress
which has been made on the Continent in the manufac-
ture of these carriages ; and one is enabled to trace
almost instantly the evolution of the automotor of
to-day — from the original Daimler motor, constructed
some 12 or 15 years ago, to the actual winners of the
Paris-Marseilles race — purchased by the English Company
and then finding a resting place at Wembley pending the
tour to Brighton. In Mr. J. Thompson Smith the Company
has an able and obliging representative, who kindly placed
the whole of his exhibit at our disposal, and enabled us
to test the smooth working and excellence of the motors
of the various manufacturers which are represented.
Perhaps one of the most interesting items of a long scries
of trials was a run on the Panhard et Levassor carriage,
which took the second prize iu the Paris-Marseilles
contest; with the driver " up " who successfully steered it
throughout the 10 days of tbe I'Vench run.
What skill and an amplitnde of brake-power can
accomplisb when accompanied with pluck was well shown
by him. Driving his carriage at a rate of more than
23 miles an hour down a hill, he steered it round ponds
and obstructions with an ease which rendered ono
oblivious of the danger which would otherwise have been
too apparent. The certainty with which this master of the
new art could manipulate his mechanism was shown by the
fact that, running at full speed down hill, he could stop at
a signal within five yards of operating the brakes. All who
wish to see what can be done now, and who would desire
to form an opinion of tbe future possibilities of motor-
carriages should visit Wembley and see the most concrete
exhibition of varied applications of motive power to road
vehicles which at the moment of writing can be found in
the country.
We photographed some of the most interesting exhibits ;
all, with the exception of the first, being among those
which took part in the procession to Brighton. They
are reproduced on pages 04, 65, and 66, and the following
particulars briefly describes them; but we shall doubtless
deal with some of them more fully in an early issue, when
we have more space at our disposal : —
Fig. 1.— The original Daimler motor, constructed by M.
Uaimler, and in connection with which all his original experi-
ments were made. It is of historical interest, and its owner
would not allow it to be sent to this uouutry until a bond of
something like £1,000 had been entered into to secure it safe
return. The material used throughout is of the crudest
description, the seat being a piece of sheet iron beut over. It is
well worthy of inspection by all interested in automotor work.
Fig. 2. — Daimler quadricycle, a much more recent machine,
but still an intermediate vehicle in the stage of development.
Fios. 3, 4, and 5. — These represent the three winning
Panhard et Levassor carriages in the Paris-Marseilles contest.
In Fig. 4, the driver photographed is the same who was in
charge of the vehicle throughout the French race.
Fio. 6. — The Dion tricycle, which has hitherto proved the
most successful oil-motor for light work on the Continent. Its
splendid racing performances were set out in our last issue.
Fio. 7. — Daimler vis d-vit; about three and a half horse-power,
with four speeds of four, seven, 11, and 14 miles an hour.
Fio. 8. — Daimler omnibus, with six places ; five I.H.P.,
reversible at all four speeds to which it is geared ; the maximum
rate of progress being 16 miles au hour.
Fio. &. — Roger Victoria ; about three and a half I.H.P.,
with two speeds and two independent brakes ; maximum speed
10 miles per hour.
Fig. 10. — SerpolU»t steam carriage, with six seats ; fitted
with two independent brakes ; speed about eight miles per
hour.
Fio. 11. — Bath chair, electrically propelled on the Britannia
Company's principle.
Fio. 12.— Daimler phaeton ; reversible on all speeds — of
which there are four up to 18 miles ; I.H.P., about four.
Fio. 13. — Daimler omnibus ; four places ; for railway station
work.
Fio. 14. — Daimler Victoria (French type) ; reversible ; four
speeds, maximum 16 miles per hour ; about three I.H.P.*
^ww^^w^w^^^w^****1***^^
FRENCH CONTESTS FOR 1897.
The directors of the Automobile Club have decided to
iustitute a series of trials for heavy vehicles to be held
early next year. These trials will last about- ten days,
and will be divided into three classes of vehicles with
fifteen and thirty seats and goods delivery vans. The
programme of these trials will be published in about a
fortnight's time. The directors have also made arrange-
ments for the apprenticeship of auto-car repairers, who
will be trained in the factories of the principal makers,
and thus be fully qualified and competent to carry out iu
different parts of the country any repairs required by the
auto-car owner.
M^^^^^^^^^^^^WW1**^1^^^
Journalism on the Rampaoe. — The Eoe.uiuf Standard, in
its desire to be picturesque, is becoming inaccurate. In the
course of a description of the Lord Mayor's Show it stated,
with reference to the motor-carriage which took part, that " the
stench of the j>etroleum it emitted was strong enough to excite
a good deal of hostile comment along the whole line of route.
If this is the case with an ordinary carriage of the brougham
class, what is to be expected now that omnibuses, cabs, wagons,
and carts are all to lie driven by machinery ? Cologne, one of
the foulest-smelling towns in Europe, will be as Arabi the blest
by the side of Loudon. It is to be hoped that someone will
invent a respirator for the nose and mouth, containing a drug
to neutralise the odour of petroleum." We have never con-
tended that perfection has been reached in our infant profey',
but a description such as this could only have been written by a
student of romance, or by a correspondent who, not being
present, took the " Show " for granted.
• The photographs for these illustrations and of the other carriagi s
appearing in this paper, which took part in the Brighton t rip, were
specially tnken for the Avtomotok anu Hobsklkss Vkiiiclk
Jol'aN.tL by Mr. H. W. H. Paluier, Springvulc, St. (jrermuiu's Knad,
Forest Mill, S.K.
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THE AUTOMOfOR AND HORSELESS VEHICLE JOURNAL. [November, 1896.
ANSWERS TO CORRESPONDENTS.
W. H. Andrews (Colchester). — An eugraving, showing the
details of the motor in question, has been prepared and
will appear in an early issue, probably the next. We are
utterly unable lo advise you as to " exact results on a pro-
longed run " ; you had better apply to the inventor for
permission to make a trial.
K. 0. Carmichael (Leith). — Your better course is to consult a
reliable patent agent ; in our own opinion, the combination
specifically as claimed would be good subject-matter, but
any re-shuffling of the parts would put you out of court.
Nemo. — Write to Chapmau and Halls for a copy of their
catalogue ; if they have nothing to exactly suit you, Spon's
may supply you with an American work.
G. Moore (Newcastle-on-Tyne). — We have already arranged ;
but thank you, and shall always be pleased to obtain
particulars of the forthcoming novelties which you mention.
G. S. (Liverpool}. — A gradient of one in ten can easily be
surmounted by a Levassor carriage. For particulars as to
prices in England, write the Great Horseless Carriage
Company (Limited), 40, Holborn Viaduct, London, E.C.
Edward C. (Southport). — Whether you hold your shares or sell
them must depend to a large extent upon your financial
position. If you can afford to lock them up and wait, keep
them, but if you want money sell them, they are unques-
tionably speculative.
F. C. Whitton (Essex). — We do not care to give you the infor-
mation for which you ask. We can supply you with a list
of the directors of the companies you mention, but it would
not be fair to furnish the names of their confidential
employes. If you wish to apply for a situation do so in the
usual manner.
G. F. (Maidstone). — Emphatically no ; we have not any axe of
our own to grind.
Eccles (Maida Vale). — Write to Mr. Andrew Barr, at 32,
Moorgate Street. He will send you full particulars of the
objects of the Self-Propelled Traffic Association.
A. Vesey. — Communicate directly with MM. Panhard et
Levassor, 19, Avenue d'lvry, Paris, or to the British
Motor Company (Limited), and they will give you parti-
culars of some vehicles which will meet your requirements.
G. Edwards (Brixton). — Your better plan would be to finish
the experimental motor before advertising for a partner,
as you state that you have the means to enable you to do
that. You will then get far better terms — if your expecta-
tions as to the results are realised. We return -your
drawing ; the weak point is that you have not adequately
provided for compression.
Novice (Manchester). — You may take it as positively certain
that the cylinder of an engine of that power would have
to be water-jacketted for any lengthened run.
Novelty (Bristol). — An ether engine is very alluring, but you
under-estimate the practical difficulties.
Information Wanted. — Bead our description in this issue, and
then pay a visit to Wembley Park.
We have just received from Messrs. Whittaker and Co. two
works on motor-carriages, viz., " Carriages Without Horses Shall
Co," ably written by Mr. A. P*. Sennett and splendidly illus-
trated. It is published at 2s., and is wonderfully cheap. The
other book is " Autocars," a translation from the French of
M. D. Farman. As these have come to hand on the eve of
publication, we hold over detailed notices till next issue.
Motor Cars. — Caution ! Before purchasing a motor car, wait
and see the Britannia Company's newly patented engines,
which require no lamp after starting, and which require no
dangerous essence or spirit. Address, Colchester. No con-
nection with other firms advertising in similar name. [Advt.
LAW REPORTS.
Alleged Infringement of a Patent
The patent action Magee v. Taugyes (Limited), was decided in
the Scotch Court of Sessions on the 4th instant The plaintiff
appeared in person ; the defendants were represented by
Mr. Ure and Mr. Wilson, who were instructed by Messrs.
Davidson and Syme.
After hearing evidence, Lord Pearson disposed of a note of
suspension and interdict presented by John Magee, engineer,
36, Pembroke Street, Glasgow, against Taugyes (Limited),
hydraulic and general engineers, Cornwall Works, Birmingham,
and carrying on business there and at 96 and 98, Hope Street,
Glasgow. The complainer averred that he was the true and
first inventor of improvements in gas motor engines, patented
by him in 1892, which were of great commercial value, and that
the respondents in the course of their business had infringed
his patent by manufacturing and selling gas motor engines
embodying a material part of his invention. He applied for
interdict against the infringement. The respondents pleaded
that they had not infringed the letters patent founded on, or
otherwise that the letters patent were invalid on several
technical grounds, and also for the reason that the complainer
was not the true and first inventor ; or that the invention was
not new at the date of the patent ; that the alleged invention
did not constitute proper subject*matter as a ground of letters
patent, and that the invention was not useful.
Lord Pearson decided that the respondents had not infringed
the complainer's patent, and that the patent was invalid. He
therefore refused the note, with expenses.
A Motor-Car Purchase.
In the Court of Queen's Bench, on Monday, the case of
Koosen v. Rose was heard.
In this Mr. John Adolphus Koosen, a gentleman residing at
Southsea, sued Mr. S. Rose, a bicycle manufacturer, carrying
on business at Southsea, to recover £150, the price of a motor-
I car. Defendant denied liability.
| Mr. Wheeler, Q.C., and Mr. W. H. Nash appeared for the
plaintiff, while Mr. Willis, Q.C., represented the defendant.
It appeared that last summer plaintiff was the owner of a
Lutzmann patent motor-car, constructed to carry two, which
had been exhibited both at the Imperial Institute and the
Hurlingham Show. In August plaintiff aud defendant met,
and plaintiff said that, after having had a trial of the car on
Southsea Common, the defendant, on August 22nd, agreed to
purchase it for £150 — £100 down and £50 in three months. A
receipt was drawn up and signed, but plaintiff said it was not
handed over, as defendant had not a cheque for £100 with him.
The defendant took the car to the carnival which was held later
in the day on Southsea Common, and on the following Monday
he refused to pay any portion of the purchase-money or to take
the car, which had been placed in the plaintiff's stable after
the carnival. Plaintiff further said that the car was capable of
going up gradients.
The defendant contended that the contract to purchase was
conditional on the car working satisfactorily during the carnival,
and that as the car broke down he was under no obligation to
complete the purchase.
Mr. Justice Wright, at the conclusion of the evidence, said
that plaintiff's story as to the sale was borne out by the receipt
which had been put in, and on which the defendant made an
endorsement. He therefore gave judgment for the plaintiff for
the amount claimed.
An important patent action is in progress in the Chancery
Division of the High Court, before Mr. Justice Romer, viz.,
the Pneumatic Tyre Company (Limited) e. the East London
Rubber Company, Limited. A talented array of counsel if
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
H)
engaged on both Rides, and the decision on the alleged infringe-
ment will be awaited with great interest. As only the pleadings
have been opened, we withhold a report until our next issue.
The next case in the list before the same Judge is the Pneumatic
Tyre Company (Limited) v. Friswell.
»««*W%*««#»«%***,****^«*-»*W»*''»*'
MESSRS. NEW & MAYNE (LIMITED).
A collection of interesting objects was recently collected at the
Royal Aquarium under the title of the Craftsmen's and
Industrial Exhibition. There was little to specially interest our
readers, with the exception of the stand of Messrs. New and
Mayne, of Palace Chambers, Westminster. This enterprising
firm, besides a varied collection of electric-light fittings ana
sundries, showed a Woolf-Muller bicycle operated by a petro-
leum motor, the oil used being a safe form of benzoline.
Although there are many points in connection with this machine
which need perfecting— indeed, we believe that a new type will
be shortly placed on the market — it is an interesting object. At
the meeting of the Manchester Wheelers it is credited with a
MOTOR-CAR CONTESTS IN AMERICA.
ruu at the rate of 30 iniltu iu an hour, and it had covered a mile at
Oatford in 2£ minutes. It has been run comfortably from
Woking to Devizes, and was frequently seen in various parts of
Surrey until the police interfered. Another object wnich is
well worth inspection is the well-known New-Mayne patent
electric rudder-motor. To those who are iu search of an ingenious
and efficient power for the propulsion of small motor boats, we
can cordially recommend this as worthy of investigation and
trial. We herewith illustrate an automotor laundry van just
completed by Messrs. New and Mayne. This vehicle took |>art
in the tour to Brighton on Saturday last.
Ha hirdetok irjak kerunk a "The Automotor and Horse-
less Vehicle Journal " gondolni.
Acetylene Motor-Cars. — The Journal of Oas Lighting
states that a firm of Italian engineers has recently built some
miniature motor-cars for which acetylene serves as the motive
power. The charge consists of acetylene diluted with 15 times
its volume of air ; and with this mixture it has been found
unnecessary to use water for cooling the cylinder. The method
of igniting the charge has not been divulged. According to the
" Gastechniker," the motors maintain a speed of 600 revolutions
throughout a working period of 15 hours. The weight is only
about 20 lbs. ; and 0'8 brake horse-power is developed. The
cost of working is said to be about 0-6rf. per hour.
In our last issue we gave brief particulars of the results
of the horseless-carriage races held at the Rhode Island
State Fair. Now that our American exchanges are to
hand we are able to give fuller particulars, aud the
Horseless Age supplies us with the following particulars : —
Out of the twelve original entries only eight started.
These were the Duryea Motor- Wagon Company, J. Frank
Dnryea, Geovge Henry Hewitt, Fiske Warren, George H.
Morrill, jun , William M. Ashley and Son, Riker Electric
Motor Company, and the Electric Carriage and Wagon
Company. The last two were electric vehicles, the first
being an entirely new one and the second the " Electro-
bat," which received the gold medal at Chicago last
autumn. All the remaining wagons were of the Duryea
model, one being entered by the Duryea Company and
the rest by private purchasers.
On Monday, September 7th, about 5.30 p.m., the
carriages were called upon the track, and numbers were
assigned to them, as is customary in horse racing.
Each carriage being required to carry a weight of at
least 165 pounds iu addition to the driver, all prefeired
to take this in the form of an extra passenger, who was
either an employe, or friend of the owner, or some well-
known student of the subject.
All the contestants were sent back some distance behind
tho post for the start, and came up in good order. At the
word the electric-carriages shot ahead, followed by the
entry of the Duryea Motor- Wagon Company. The other
Duryea wagons were road-wagons not geared for high
speed, and they fell back from the start. Throughout the
five miles dnsh the electric-carriages gradually increased
their lead, finishing close together, the Riker carriage first.
The first Duryea wagon was about three-quarters of a
mile behind the winners.
A very strong wind was blowing, and the track, while
fast for horses, was too rough and lumpy in parts for
motor-carriages. The time of the four leading vehicles
for the first heat was as follows : —
Eiker Electric Motor Company 15 m. la
Electric Carriage and Wagon Company .... 15 ni. 14 s.
Duryea Motor Wagon Company 18 m. 47 s.
William Ashley and Son 20 m. 59 s.
As this was the first heat ever run on a track between
motor-vehicles, it is reasonable to suppose that the con-
testants felt new and strange, and could not do themselves
full justice. On the second day, however, they gained
courage, and determined to improve on the time of the
previous day.
At the word the Riker vehicle took the lead, as on the
first day, maintaining it to the finish, closely followed by
the Duryea wagon and the wagon of the Electric Carriage
and Wagon Company.
This heat was closely contested by the three leaders,
and evoked great enthusiasm from the spectators. Tho
time was a considerable improvement over that of the
preceding day.
Riker Electric Motor Company 13 m. 6 s.
Duryea Motor Wagon Company 13 in. 13s.
Electric Carriage and Wagon Company .... 1 I m. 33 s.
William Ashley aud Son ... Hi m. 31 s.
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76
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
VKMBBB, 1896.
On Wednesday and Thursday a violent north-easterly
storm prevailed throughout that section of New England.
Rain fell in torrents, and the wind played havoc with
the shows and with the plans of the management, and,
therefore, all races were declared off on these two days.
On Friday the weather cleared, and by the afternoon
the track was in good condition.
The electric carriages dashed off at a two-minute pace,
closely followed by the Dnryea wagon. A little beyond the
half-mile the Duryea wagon was pulling up with the two
electrics when a tyre punctured, and the wagon gradually
lost headway. The Riker carriage maintained its lead
until the home stretch was reached, when the other
electric spurted ahead and crossed the line a second
ahead of its rival. Much better time was made by all
the entries in the third heat, scarcely one falling below
the 15 miles an hour limit. The times of the fourwinners
were as follows : —
Electric Carriage and Wagon Company .... 1 1 m. 27 a.
Biker Electric Motor Company 11 m. 28 e.
Duryea Motor Wagon Company 11m. 59 s.
William Ashley and Son 15 m. 47 s.
The race was conducted by the Association under the
general rules applied to trotting races, and the awards
were made upon this basis. The conditions called for a
20-mile race of tive heats of five miles each, one on each
of the five successive days of the fair, but as unfavourable
weather prevented the completion of more than three heats,
three-fifths of the purse only was divided in the following
proportions : — First money, to the Riker Electric Motor
Company, of Brooklyn, N.Y., 900 dollars ; second, to the
Electric Carriage and Wagon Company, Philadelphia,
Pa., 450 dollars ; third, to the Duryea Motor- Wagon
Company, 270 dollars ; fourth, to William Ashley and
Son, -Springfield, Mass., 180 dollars.
Public interest in the motor races in Providence and
vicinity was very keen, and quite a number of students
of the new method of locomotion came from distant points
to witness the trial of speed.
The electric carriages weighed from 2,200 to 2,500 lbs.
in racing trim, including passengers, the heavier of the
two being that of the Electric Carriage and Wagon
Company. The leading Duryea wagon weighed about
1,200 lbs. all on.
The fastest mile was covered by the Riker electric
carriage, the time being 2 minutes 13 seconds.
It was quite generally commented on by the audience
that the electric vehicles made as much or more noise than
the gasoline at high speed.
Professor W. H. Pickering, of Harvard University, acted
as Chairman of the Board of Judges.
From the Chairman of the Judges.
Cambridge, Mass.,
September 20th, 1896.
Now that the Providence races are over, and we have had an
opportunity to examine and weigh the results, I think we must
conclude that some very valuable information has been obtained.
Unlike the Chicago and New York competitions, this was a
speed contest pure and simple. Only eight vehicles were
entered for competition, and, therefore, according to the
published rules governing the races, no other points were
considered by the judges. The comparison between the electric
and gasoline carriages was particularly interesting, and the
results were quite different from those obtained at Chicago.
No electric carriages were entered in the New York uoutest.
While at Chi'iago the electric carriages were badly beaten, at
Providence both of those entered came out with flying colours,
distinctly in advance of the best gasoline engine.
The reasons for this difference are obvious. In Chicago the
race lasted several hours, and the course lay over a rough and
very difficult track. In Providence, on the other hand, the race
lasted but a few minutes, and the course lay over a hard and
perfectly level road. Both vehicles, doubtless, have been much
improved since the Chicago race ; but were it to be tried over
again to-morrow, we cannot doubt that the result would be
the same.
QUIPS AND CRANKS.
— * —
Not a Novelty. — " A fine idea these new horseless carriages
are, and what a novelty ! "
" Novelty ? Not a bit of it. I travelled in one more than
thirty years ago, when I was a little child."
" Nonsense ! Where 1 "
" At Margate. It was in a railway train."
The H 'estminster cartoon for the month of October, by Mr. E.
Blomfield, quaintly represents some woe-begotten quadrupeds
looking over a fence at autorootors and motor-driven bicycles
careering gaily by. Above their heads is a board with the
inscription : — " Horses for sale, very cheap ; no reserve.
Reduction made if bought by the dozen. Premises to be
used for motor-car sheds." The prophetic newspaper quotatiou
at the foot of the picture is as under : — " [The establishment
of so many autocar and motor-car companies in Victoria Street
is causing grave concern to the equine interest, who foresee
with sorrow that their services may soon be at a discount. —
Vide Daily Press.]."
Thk Entfaete expects that the motor-carriage will bring about
the destruction of a good number of old horses, in which case we
may expect to find some of our beef-essences quoted at lower
prices than those which now obtain.
Our contemporary Answer* recently published an amusing
article on the future of horseless carriages, the illustrations
accompanying it showing a run with the hounds on a motor
"bike"; a cricket match, England v. Australia, played on
wheels ; the Derby of 190(5, ridden on wooden horses profiled
by motors ; a convenient suburban residence being removed on
wheels by a tractor to the seaside ; and an excited crowd at the
Zoo inspecting a " very rare animal " — the horse — described as
the " Equs Cabullus ; born in the menagerie."
The motor is not to have it all its own way. Someone in
Perthshire is advertising for a ''steady, respectable man as
Postboy."
Our contemporary the Referee recently celebrated its
thousandth number by a special and exceedingly interesting
issue. "Dagonet," in the course of an amusing attempt to
forecast the contents of the two thousandth number, gives
the following as an extract from it: — "The Zoological Society
have been fortunate in securing a splendid specimen of that
now almost extinct animal, the horse. It will no doubt be an
object of great inteiest to the thousands of young people who
have heard their parents speak of this once-popular beast of
burden, but have never seen one themselves." Verb. sap.
The Daily Mail celebrated the 14th inst. with a humorous
forecast of the autoiuotor carriage in 1921. One picture, repre-
senting the |>etroleum-driven sportsmen of the future stalking
wild horses, was very funny.
A Cycle, Tyre, and Motor-Car Exhibition is to be held in the
Royal Dublin Society's premises at Ballsbridge, Dublin, from
the 16th to the 23rd of January, 1897. Applications for space
should be made to Mr. R. Wilson, 14, D'Olier-street, Dublin.
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Xovgj.Bnn.i896.] THE AUT0MOT0R AND HORSELESS VEHICLE JOURNAL.
77
TRADE NOVELTIES.
A New Solid Rubber Tyre.
Messks. J. W. and T. Connolly and Co., of Wharf dale
Road, King's Cross, London, are the introducer.* of the
"Ideal " tyre, which, although comparatively new in this
country, is a tried and proved success in the United
States. It comes from the land of its origin with
unquestionable evidence in its favour, as most of the
leading carriage-makers have sent testimonials in its
favour— until they bulk up into a very considerable
volume. Many of those who have fitted it to all descrip-
tions of vehicles state that they prefer it to all other
makes, and in proof of their faith in it have discarded
other tyres which they had previously u^sed, and rely
entirely on this one. We have had an opportunity
recently of testing this tyre, and we are of opiuion that
it is exceedingly well suited to automotor carriage work
of all kinds, and will be extensively employed in this
industry. The details of the construction of the tyre
and the mean3 of securing it will be readily seen from
the following illustrations : —
polis. It is claimed that the amount of rubber used in
one of their lj-inch sections is great or than that con-
tained in an English section of lf-inch. The broad fact
that in America there are more than 10,000 sets of wheels
running with these tyres without any complaint will
doubtless be the most effective testimonial in its favour.
The Britannia Company's Motor.
Experiments have been in progress for some months:
past at the Britannia Company's works in Colchester,
with a view to the perfection of an engine and auto-car to
meet the requirements of the Act. The engine is very
small and light for its power.
The motor and carriage are not yet quite completed,
but we trust in an early issue to publish a sectional.
detail and the result of an experimental ride on the
vehicle. In the meantime we publish an external view
of the motor, which is to be celled the " Facile."
Amongst the many advantages which are justly
claimed for it we think the most important may be
briefly summarised as follows : — From the method in
which the tyre is fastened on to the rim by two
heavy endless wires it is a mechanical impossibility for
the tyre to roll out of its rim, while the rim cannot
cut or injure the rubber. Here we may incidentally
mention the fact that the material used in making the
tyre is of the best quality, and is quito equal to that used
by our own leading manufacturers. In consequence of
the method of making, and the high-class character of
the robber, it is found possiblo to highly compress the
rubber in placing it upon the wheel, su that, should
the tyre be cut or damaged by contact with sharp stones,
bottle glass, or any undesirable obstacles of that kind, it
will rapidly close up, and no distinguishable injury is
sustained. As a consequence the wheel rims look fresh
and well, even after a considerable amount of hard wear.
Those in search of a reliable tyre for all kinds of work,
which . will stand all sorts of usages and still ride
smoothly, should communicate with Messrs. Connolly,
who have already introduced it largely into the metro-
Tho advantages claimed by the manufacturers are the
following : —
1. Great simplicity.
2. Automatic ignition after a few minutes of pre-
liminary heating.
3. No heating tube is required, hence the burstings
and renewals are avoided.
4. A battery is not used.
5. An impulse takes place every revolution.
We look forward with interest to a test of this motor
and carriage.
Gearing for Motor-Cars.
A PATENT has been taken out by Mr. Nightingale, of
Chester, for an improved gearing for bicycles and motor-
carriages. The chain is so constructed that it runs on a .
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78
THE AUTOMOTOR AND HOMELESS VEHICLE JOURNAL. [November, 1896.
drum between discs on stnds, pins, or rollers, which are
said to " give it tremendous gripping power, and at the
same time reduces friction to a minimum." The gearing
can be changed at will for one of greater or smaller
diameter, to suit the rider's choice, thus adapting the
machine for hill-climbing. The advantages claimed by
the patentee aro that it is impossible for the chain to kink
or slip. The chain differs in design from any other, and
although each section is made of solid steel of great
strength, it is lighter than those in ordinary use, its
weight being only J lb. The sections are so formed that
it can be worked over a much smaller driving-wheel than
those at present in use for high gears. On account of the
chain running between discs there will bo no necessity
for a gear-case, and there is no danger of the clothing
getting entangled in the gearing, as only a smooth surface
is presented, the conical portion of the groove facing
THE BERSEY CARRIAGE.
The electrical carriage which is here illustrated is
operated on the Bersey system, and the rights in it are
held by the Universal Electric Carriage Syndicate
(Limited), 39, Victoria Street, Westminster.
The accumulators are of special patented design and
suited to the variations of discharge which are at times
necessary. Instead of usiug an ordinary fluid electrolyte,
a special " afluidic " or " dry " material is used, thus
practically converting the cell into a dry battery. The
many advantages of this are obvious, among others being
the impossibility of spilling, splashing, and spraying of
acid in the carriage. The strength is regulated by a
single driving switch, giving any degree of speed required
downwards. This gearing will, it is stated, be exhibited
at the Stanley Show.
It has occurred to a lady resident in the outer London
suburbs to patent a detachable motor, which shall be
alike available for a family carriage, a farm wagon, a
common cart, a plough, a thrashing machine, or a chuff-
cutter. She has given her motor the figure of a horse, on
which the driver may or may not sit, on the assumption
that the real live horse already in possession may not
take with kindly sympathy to its rival.
" The coming of the motor-car," writes a correspondent in the
Illustrated and Dramatic News, " seems to me to be a certainty as
far as parcel traffic is concerned. The wear and tear of London
van horses has immensely increased of late. In the large
establishments the average working life of a horse is but three
years, although each pair-horse van has two pairs, and each
'single one two. I am sure that for the quick- trotting vanner
the demand will be much less in the future, and I strongly
advise breeders and farmers to turn their attention from these
to other sources of profit."
and also causing the vehicle to run either forward or
backward. Re-charging can be readily effected, as the
accumulators are carried in a tray, which slides into a
well in the vehicle. A fresh set can be substituted for a
discharged one in two minutes.
These carriages are lighted by electric lamps, supplied
from the same accumulators working the vehicle.
An average run for a carriage is about 35 miles at
about eight miles per hour without taking in a fresh supply
of storage batteries.
Two motors arc used in each vehicle, connected through
a special two-speed gear to each of the carriage wheels.
The speeds may be readily altered by the driver. The
whole of the motors and gear and also the carriage wheels
are run on special ball bearings. The steering is very
easy, and can be readily acquired with a very small
amount of practice.
Om De maatte reflectere ovenstaaende Avertissement, behag
da ta novue "The Ahtomotor and Horseless Vehicle
Journal."
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Novmn, 1896.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL
79
MR. ANDREW W. BARR.
Is our last issue we published a photograph of Sir David
Salomons, the President of the Self-Propelled Traffic
Association, and in this, "which is published a few days
after the legalisation of such vehicles on our roads, it is,
we think, appropriate to select Mr. Andrew Barr as the
subject for our portrait gallery. As Secretary of the
Association of which Sir David is the President, Mr. Barr
lias many qualifications in his favour. He is young,
energetic, and clever, but besides all these attributes,
invaluable as they are in themselves, as Secretary of the
Institute of British Carriage Manufacturers and a member
of the Coachmakers' Company it was a happy idea to ally
him with the automotor vehicle. He has formed the
connecting link between the old order of things and the
new, and his unique position has enabled him to assist in
bringing together the somewhat antagonistic elements
which are comprised in the coachbuilders of to-day and
the engineers who are hopeful of displacing the horse
by steam, gas, or electrical power equivalents. The
importance of combination in this matter can scarcely
be overestimated — the coachmaker is as essential to the
evolution of the horseless vehicle of the streets as the
engineer, aud without the hearty co-operation of the two
the ideal vehicle which we all hope to see — and to own —
will be almost an impossibility.
The constitution of the Self-Propelled Traffic Associa-
tion has assisted, materially in the getting together of an
able and independent council. When a body of men of
high standing are combined to obtain the repeal of an
obnoxious law, without any ulterior objects in view,
success can hardly fail to attend their efforts ; and the
ltimate result of the labours and advice of the President
of this Association, and of its Council and Secretary, is to
be found in the Locomotives on Highways Act, 1896, and
the Local Government Board regulations, which we
publish in another column. The aim of this public-
spirited body has been not the aggrandisement of a few,
but the welfare of the many, and as a natural consequence
their representations have been treated with deserved ■
respect by the great public departments and by the
Minister in charge of the Government measure of last
Session.
Like Sir David, Mr. Barr is by no means an enemy of
the horse. In response to an interviewer he gave vent
to the following views : —
"With regard to the equine world it will mean the
survival of the fittest. We shall have good horses. The
lame, the halt, the blind, and the ' roaring,' will go to
the knacker's. There will be no use for the five-pound-
ten ' work-hini-till-he-drops-down-dead ' animal which
some omnibus and cab proprietors are in the habit of
sending out to be ' used up ' after dark. Our eyes will
no longer be greeted with the spectacle of curious people
crowding round the corpse of a horse which is awaiting
the van that is to take it to the tan-yard. Horses will
still be ridden and driven for pleasure, but for commercial
purposes they will be almost universally discarded, so
soon as the self-propelling cart is a recognised boon to
every tradesman."
" Who will be the first to adopt the horseless carriage,
do you think '< " — " The omnibus companies, without a
doubt. Why ? Why, because they will save what they
now spend on the up-keep of their horses — that is to
say, they will save on each pair of horses from a pound
to twenty-five shillings a week, and as each 'bus requires
about five teams, the saving in horseflesh, stabling, and
stablemen's wages will be very considerable. As far
back as 1834 an omnibus used to run from Paddington
to Regent's Park and the City, carrying 14 passengers
at 6d. per head. It is certainly strange that 60 years
have been allowed to pass by without an attempt being
made in London to organise self-propelling vehicles of
the same kind."
" I suppose there wouldn't be so many ' blocks ' in the
traffic if horses were dispensed with ? " — " Well, there
would be far more room, and, as the traffic would be less
congested, self-propelling vehicles would widen the streets
without making any charge for it. Another important
advantage would be the diminution of the wear and tear
which the streets suffer from the horses' hoofs. . There
would be a lot more room, you see, considerably less
noise, a great saving in road-mending, and not half so
much work for the hospitals in the shape of street
accidents."
" But I suppose these self-propelled vehicles would
occasionally cannon into one another ? " — " Accidents
of that sort would be very few and far between. A self-
propelled carriago can be manoeuvred as easily as a
tricycle. Besides, there would be no loss of life occasioned
by runaway horses."
" Can't the autocar run away ? "— " No, nor blow up.
The autocar, you must understand, is in very much tho
same stage now as the steam-engine was in 1820. But
invention is encouraged in these (.lays as much as it was
stifled in those ; so that directly the ' driving ' of a Belf-
propelled carriage in the streets is made legal, the
manufacture of the New Vehicle will spring up all over
the country."
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80.
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Noybmbkb, ism.
With this slight statement of his opinions on anto-
motors in general we mast, leave Mr. Andrew Barr for
the present, with the addition of an opinion of oar own,
that he is distinctly the right man to hold a none too
easy post, viz.. that of smoothing the difficulties in the
way of the transition of the carriages of to-day into the
automotors of: the fnture.
NEW INVENTIONS.
Compiled for "Thb Automotob and Hobsblbss Vkhiolb Journal"
by Hbrbebt Haddan and Co.. Registered Patent Agents, of
18, Buckingham Street, Strand, W.C., London.
Patents Applied For.
20,951. September 22nd, 1896. W. 8. Ross and W.
Alexander. Improvements in driving gear for auto-cars and
other vehicles and navigable vessels.
21,101. September 23rd, 1896. W. Lowe and G. R. Wilford.
Improvements in velocipedes, motor-cycles, motor-cars, and the
like.
21,114 September 23rd, 1896. W. H. Deavillb. Improve-
ments in motor wagons and vehicles for common roads.
21,122. September 23rd, 1896. E. A. Ashcroft. Improve-
ments in the propulsion of bicycles, tricycles, motor carriages,
and like vehicles.
21,136. September 24th, 1896. F. Lister. Improved oil or
gas engine applicable for use in the propulsion of vehicles.
21,264. September 25th, 1896. F. C. Blake. Pneumatic
spring or vibration insulator for motor-cars or other vehicles.
21,274. September 25th, 1896. W. J. Munden. Improve-
ments in motor vehicles.
21,307. September 25th, 1896. W. J. Perrett. Improve-
ments in motor-cars. (L. Lockert, France.)
21,330. September 26th, 1896. A. Baoshaw and J. T. B.
Bennett. Improvements in driving chains for use in bicycles,
tricycles, velocipedes, motor-cars, carriages, vehicles, and other
such purposes.
21,429. September 28th, 1896. W. Woolf. Improvements
in driving chain for bicycles, tricycles, and other velocipedes
and horseless carriages.
21,558. September 29th, 1896. E. Thomson. Improvements
in and connected with gearing for motor-cars and such like.
21,675. September 30th, 1896. C. M. Johnson. Improve-
ments in and connected with motor carriages.
21,697. September 30th, 1896. F. W. Lanchester. Improve-
ments in power-propelled vehicles.
21,731. October 1st, 1896. W. Richardson, A. Richardson,
aud S. Green. Improvements in velocipedes, bicycles, tricycles,
motor-cars, and other road wheel machines.
21,743. October 1st, 1896. C. M artel. Improvements in
the construction of hydro- carburetted air engines, and in their
application to tram and other road carriages. (Date applied for
May 5th, 1896.)
21,772. October 1st, 1896. F. W. Lanchester. Improve-
ments in power-propelled vehicles.
21,802. October 2nd, 1896. S. Gorton, W. Taylor, and
The New Beeston Cycle Co., Ltd. Improvements in or
relating to velocipedes, auto-cars, and the like.
21,821. October 2nd, 1896. A. Pflueoer. A new or
improved alarm signal device for use on tramcars, motor-cars,
and like vehicles.
21,968. October 3rd, 1896. C. A. Bouneviallb. Improve-
ments in driving gear for cycles, motor-cars, and similar vehicles.
22,085. October 6th, 1896. A. Blechynden. Improvements
in self-propelled vehicles.
22,090. October 6th, 1896. D. Cutler. Improvements in
driving mechanism for cycles, common road vehicles, and
machines generally.
22,144 October 6th, 1896. The British Thomson-Houston
Co., Ltd. Improvements in electric or other motor-trucks.
(N. C. Bassett.)
22,261. October 8th, 1896. L. B. Tristram. Protector from
motor-vehicles.
22,286. October 8th, 1896. W. H. Waud. -Improvements
in gas or vaporised-oil driven locomotives or cars.
22,412. October 9th, 1896. F. F. Wellington, E. P. Allam,
and H. W. W. Drdmmonds. Improvements in or connected
with reversing gear for motor-driven vehicles.
22,453. October 10th, 1896. W. A. Martin. Improved
driving gear for motor road cars.
22,609. October 12th, 1896. A. J. Bodlt. Improvements
in or relating to driving and guiding mechanism for self-
propelled and similar vehicles. (G. Lacoste and H. O. Duncan.)
22.637. October 13th, 1896. G. Priestly. Improvements
in cycles, motor-carriages, and vehicles of a similar character.
22,668. October 13th, 1896. C. Bdrgess. New or improved
chain speed gear for motor- vehicles.
22,738. October 13th, 1896. The Steam Carriage and
Waoon Co., Ltd., and J. E. Thornycroft. Improvements in
motor-propelled vehicles.
22,979. October 14th, 1896. L. Gunn. An automatic
signalling appliance for motors, auto-cars, and ordinary carriages.
22,871. October 15th, 1896. W. Simpson, W. L. Bodman,
and D. H. Simpson. Improvements in the construction of
steam generators for motor-vehicles.
22,915. October 15th, 1896. T. Coulthard, jun. Im-
provements connected with the driving gear of auto-cars or
mechanically-propelled vehicles.
22,922. October 16th, 1896. W. T. Bdrbey and H. A.
Hutton. Improvements in and connected with motor-cars.
23,066. October 16th, 1896. R. J. Wilkinson. Improve-
ments in brakes for cycles, carriages, motor-cars, and other
road vehicles.
23,174. October 19th, 1896. E. T. Wainwrioht. Improve-
ments in or relating to the construction of carriages (road
vehicles), horse or horseless.
23,265. October 20th, 1896. J. M. Collins. Improvements
in the driving mechanism of velocipedes and motor-cars.
23.337. October 21st, 1896. R H. Smith. Oscillant driving
wheels for motor-carriages.
23,386. October 21st, 1896. G. Mabbctt and B. G. Price.
Improvements in bicycles, tricycles, and other velocipedes, and
in motor-cycles.
23,424. October 22nd, 1896. J. Graham, Balbride, Carlogie
Road, Carnoustie. An improvement in the apparatus for
steering of vehicles, motor-cars, and the like.
23,604. October 23rd, 1896. J. Roots and C. E. Venablbs.
Improvements in or connected with oil motors for vehicles,
cycles, boats, and the like.
23,615. October 23rd, 1896. M. Archer. Improvements
in auto-cars aud like vehicles.
23,802. October 26th, 1896. J. 0. O'Brien. Improvements
in auto-cars. (L. M. D. Triouleyre.)
23,825. October 26th, 1896. H. Belcher and A. H. Niblett.
Improvements in or relating to motor-vehicles.
23,992. October 28th, 1896. R. A. Marples. A new system
of electrical propulsion for cycles, and common road and other
vehicles.
24,058. October 28th, 1896. R A. Marsh. Improvements
in gas and oil motors, especially applicable to motors intended
for the propulsion of vehicles.
24,085 October 29th, 1896. W. Angus, and D. Lewars.
Improvements in the method of attaching motors to road
carriages, vans, and other vehicles.
24,154. October 29th, 1896. A. Roubleff. Improved means
for preventing or reduciug vibrations and shocks in motor-cars,
cycles, and other vehicles.
24,280. October 31st, 1890. F. R Simms. Roller springs
for motor-cars and other vehicles.
24,306. October 31st, 1896. T. MoCartbr and T. Cooper.
Improvements in fluid pressure motors.
24.338. October 31st, 1896. H. H. Mulliner. Improve-
ments in motor-carriages.
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Xotmbeh, 1896.] THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
81
Specifications Published.
16,068, August 27th, 1895. Propulsion of road or other
vehicles. Michael Holroyd Smith, 161, Trinity Road, Upper
Tooting, Surrey, Engineer.
According to this invention it is proposed to employ a small
explosive engine such as indicated at a, which drives directly
or otherwise an air-pump or compressor such as b, which
serves to charge a receiver c, which supplies the comprested air
to a small air-engine d running at a high velocity, and com-
municating its power to the shaft it is required to drive or to the
axle or wheels of the vehicle either directly or by means of
worm or other gearing.
In order to secure lightness, which is especially desirable in
the case where the above arrangement is employed to operate a
motor-car, the air receiver c may be made to serve as the
foundation or bed plate for the explosive and air engines, and the
oil-tank may be placed either below the receiver or in any con-
venient part of the vehicle, the stopping, starting, and speed of
the air-engine d being controlled by valves and operating
handles placed so as to be easily operated.
When compressed air escapes from the exhaust-pipe of an
air-engine intense cold is usually produced, which may cause
the outlets to become choked, and it is therefore proposed to
employ an arrangement such as that shown, in which the
the water in the jacket round the explosive engine cylinder a
circulates by means of a pipe 1, tank 2, and pipe 3, round the
exhaust port and cylinder, if desired, of the air-engine d, and
thus imparts the heat the water has derived from contact with
the explosive cylinder, to the ports, &c., of the air-engine, the
water, which has then fallen considerably in temperature, being
returned by pipe 4 to the cylinder a, which it thus tends to
keep cool.
A valve arrangement for supplying the compressed air to the
explosive cylinder for producing the compression charge (and
thus saving the engine the work of compressing on its return
stroke) is used, in which a piston- valve reciprocated by some
moving part, and having a regulated stroke, works in a
casing, preferably cylindrical, situated beneath or near to the
cylinder a.
When an explosive engine operating in the ordinary manner
is running and charging the receiver c, the pressure of air in
the receiver may be made to operate a valve controlling the
engine, and the arrangement may be used alone or in conjunction
with a centrifugal governor.
As the duty of the explosive engine is to keep the receiver
charged, thus maintaining a pressure and volume of air to work
the air-engine, it follows that if the air-engine is doing light
work the pressure in the receiver will rise and the load upon
the gas-engine increase, and, unless some provision were made,
the receiver would burst or the gas-engine be pulled up, and
therefore it is proposed to employ a relief arrangement which
may be a separate valve, or made in conjunction with the
valves of the air compressor 6, in which the inlet valve of the
air-pump chamber is controlled by a diaphragm in a passage
leading from the exit valve to the receiver.
The axle is driven by means of worm gearing contained in a
casing, the receiver c being then arranged in the form of
tubular chambers placed above and below the main axle, so that
a low centre of gravity is obtained, or said receiver may be in
the form of a coil or in other suitable forms.
11,552. May 27th, 1896. Means for switching current,
applicable for electric motor-cars operated by a mixed supply.
Clemens Adam, 7, Tulpenstrasse, Hanover, Germany.
This invention relates to a switch device for those electrio
motor-cars wherein the current is supplied in sections from the
outside and from an accumulator battery carried on the cars.
The present invention affords an extremely simple method or
means of switohing current, by means of which both useless
consumption of energy and interruptions in the working caused
by seizing wrong handles, short circuiting, and the like are
avoided.
The improved method of switching is based on the use of two
switch drums coupled in a peculiar manner, one of which
operates the switching on or off of the current during the
starting or stopping of the car, the other the switching on of
the batteries in parallel and in series, whilst a main switch
assumes various fixed positions in order to allow of current
being sent simultaneously either into the motor and the
batteries, or into the batteries alone, or from the outside con-
ductor to the motor, or finally from the batteries to the motor.
In the drawing, the three switching devices are indicated by
the letters A, B, and C. The two switch drums A and B are
arranged on a common spindle D with which the drum A may
revolve whilst the drum B is revoluble independently on said
spindle.
Both drums are also connected in a peculiar manner, as will
be more particularly described hereinafter.
The main switch C, which is. independent of the spindle D,
comprises two switch arms Ic and I connected by a link and
contacts c', <?, c', c*, also an arm m attached to the arm k with
contacts m' and m' and concentrically arranged contacts c*, c4, e», C*.
The arrangement is so contrived that the main switch can assume
three different positions. In the position shown in the figure,
the switch arm k rests on the contact c1 and the switch arm I
on C The contacts c4, c', and c', c* are simultaneously intercon-
nected, whilst contacts c1, c', c», c* are out of contact with the
contacts »»', m*.
The connections of the separate contacts and brushes with the
halves of the battery I and II with the outside conductor n, with
the two drums A and B, the armature o, the field coils p, and
resistances R1, R', R*, R», and with the lamps L:, LJ, L* L', and
L* are shown in the drawing and can easily be understood.
Printed Copie* of the above Specification* Published may be
obtained by forwarding \s. for cost of each copy and pottage
to Messrs. Herbert Haddan and Co. Applications not yet
Published.
Motor-car Passenger Insurance. — A new departure in
accident insurance has been made by the Whitehall Review in
conjunction with the Ocean Insurance Company. Our contem-
porary has signalised the inception of the motor-car era by
insuring its readers for £1,000 in case of fatal accident*.
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82
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Notbmbb., 1896.
The SUBSCRIPTION LIST OPENED MONDAY,
November 16, 1896, and will CLOSE on or before
WEDNESDAY, November 18, at twelve noon, for
Town and Country.
This Company will work under a sole license from the
British Motor Syndicate, Limited, and will at once
contract with the Great Horseless Carriage Company,
Limited, for the manufacture of electric cabs, which
will be- let out to ply for hire in the public streets.
THE
LONDON ELECTRICAL CAB
COMPANY, LIMITED.
SHARE CAPITAL • £150,000.
DIVIDED INTO 150,000 SHARES OF £1 EACH.
Payable — 5«. on application, 5*. on allotment, and the
balance of 10s. two months after allotment. Of this
issue £100,000 in cash or shares is for working
capital.
DIRECTORS.
H. R. PATERSON, Director of Carter, Paterson, and Co., Limited,
Carriers.
The Hon. REGINALD BROUGHAM, Director of the London
Electric Supply Corporation, Limited.
H. H. MULLINER, Director of the Coupe and Dunlop Brougham
Company, Limited, and Chairman of Mulliners, Limited.
The Hon. EVELYN ELLIS, Director of the Great Horseless Carriage
Company, Limited.
J7 H. MACE, Director of the Daimler Motor Company, Limited, and
of the Northampton Street Tramways Company.
CONSULTING ENGINEERS.
K1NCAID, WALLER, and MANVILLE, 29, Great George-street,
Westminster, S.W.
SOLICITORS.
ASHURST, MORRIS, CRISP, and CO., 17, Throgmorton-aveimc,
J&.C.
BANKERS.
LONDON AND MIDLAND BANK, LIMITED, 52, CornhiU, E.C.,
and all Branches.
BROKERS.
G. H. and A. M. JAY, 17, Old Broad-street, and Stock Exchange,
London, E.C.
AUDITORS.
MONKHOUSE, STONEHAM, and CO., 23 and 29, St. Swithin's-
lane, B.C.
SECRETARY AND REGISTERED OFFICES.
MAURICE JENKS, A.C.A., 6, Old Jewry, E.C.
PROSPECTUS.
This Company has been formed to place on the streets of London
electrically-propelled cabs (British Motor Syndicate Patents), to
supersede the present hansoms and four-wheeled cabs.
There can be little doubt that electricity is about to become the
motive power for cat) traffic in London, and the Act of Parliament
passed hist session (coming into operation on the 14th instant) opens
up great financial opportunities in this direction.
The British Motor Syndicate, Limited,- by far' the most important
corporation dealing with this industry, claiming to possess all the
patents of value in connection with motor-carriages, will grant to
this Company a sole license to work within the metropolitan area
under such of their patents as this Company will require, at a royalty
of £4 per cab per annum.
The Great Horseless Carriage Company, Limited, concur in the
license, and will enter into a contract to manufacture the cabs for
this Company as and when required.
Whilst petroleum may become the motive power in country districts,
and steam will probably be used for very heavy vehicles, there is no doubt
that electricity will be the most advantageous where the traffic can be
located within a radius. There is no smell, no noise, no heat, no
vibration, no possible danger, and it has been found that vehicles
built on this Company's system do not frighten passing horses.
Electrical cabs have great advantages over those at present in uso.
They are far more under control than horse-driven vehicles ; they
can be driven at any speed ; and no accidents can ariso from horses
falling, shying, bolting, or moving when the vehicle is entered, &c.
The drivers require no knowledge of electricity — in fact, the present
cabmen will doubtless become the drivers.
FORM OF CAB.
The cabs (the construction of which has been provisionally pro-
tooted) will fulfil all the requirements of the new Act, and of the
police regulations.
They have been most carefully studied, and they will possess many
more luxuries than those now in use, such as arrangements for
opening windows and doors ; electric light inside and in the outside
lamps; rubber tyres, improved upholstering, spring oushions, and
other advantages.
The necessity for keeping them np to a high standard of excellence
has also been realised, and a larger amount than is usual lias been
provided in the estimates for this purpose.
METHOD OF WORKING.
The cabs will ply for hire in London in the same manner as the
present hansoms, and at the same rates.
Two sets of accumulators will be suplied to ovcry cab, eaoh set
capable of propelling the vehicle forty miles with one charging.
These accumulators can be changed in a few minutes. The same cab
can thus be used continuously day and night.
It is intended to open depots in different parts of London, so that
the driver will be able to change accumulators without always having
to return to liis own station.
The electric supply companies have shown great willingness to
co-operate with this scheme, a» their current can be taken when not
required for lighting purposes. The London Electric Supply Cor-
poration, Limited, arc prepared to make special arrangements for
supplying the electricity at a very low price.
THE ELECTRICAL SYSTEM TO BE USED.
The system under which this Company will work is that of Mr.
W. C. Bersey, A.I.E.E., who has agreed to act as electrical manager,
and who has devoted the last eight years to the subject of electrical
motor-carriages, one of his carriages having already run several
hundred miles.
Mr. W. (J. Bersey has been able, owing to his large experience in
building electrical motor-carriages, to obtain several valuable patents
in connection with their construction. The sole right to manufacture
under these patents for the Company's purposes is included in the
license from the British Motor Syndicate, Limited.
Tho electricity is carried in cells placed underneath the vehicle.
These are of special patented design and suited to the variations of
discharge, which are at times necessary, and are regulated by a single
driving switch, giving the degrees of speed, and enabling the vehicle
to run either backward or forward us required.
In order to thoroughly satisfy themselves respecting the electrical
system under which the Company propose to work, the whole scheme
has been submitted to Messrs. Kincuid. Waller, and Manrille, the
leading experts in this country in connection with electrical traction,
whose opinion is as follows : —
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Uovbmbbb, 1896.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
83
EXPERT'S OPINION.
" 29, Great George-street, Westminster, S.W.;
" November 12, 1896.
"The Directors of The London Electrical Cab Co. (Limited).
" Gentlemen, — We have examined the electric motor-vehioles built
on your system, and carefully considered their suitability for use as
hackney carriages in London, and we are of opinion that they are
thoroughly adapted to meet these requirements, being practically
noiseless and vibrationless, and easy of control, also extremely
economical in maintenance, as the following estimates we have
prepared will show : —
COST OF EACH VEHICLE.
Each cab, including painting, upholstering,
electric lights, door-opening apparatus,
wheels with rubber tyres, brake, steering
apparatus, together with motor and gear-
ing, switches, and resistance, fixed com-
plete £150 0 0
Two complete sets of accumulators, each capable
of propelling the vehicle 40 miles without
recharging, at £50 each 100 0 0
Total capital cost
£250 0 0
COST OF MAINTENANCE PER ANNUM.
" We have estimated the cost of working, maintenance, or depre-
ciation on the following liberal basis : —
Repairing, painting, depreciation, &o., per cab
per annum . . . . , . . , . . £42 0 0
Maintenance of two accumulators, including
all risks (other than street accidents), at
10 per cent, per annum of costs, as quoted
by manufacturers 10 0 0
TOTAL COST PER DAY.
Maintenance as above, at £52 per annum,
equals per day
Electrical energy amply sufficient to run a oab
50 miles— 22 B.O.T. units, at l$d., equals
per day
£52 0 0
£0 2 101
2 9
£0 5 7i
"The contract which the accumulator makers are prepared to
make is an excellent safeguard of your interests on the only point
that might be open to question, i.e., the maintenance of accumulators.
" From our experience as engineers to many of the electrical
tramway campanies, wo see no reason why electric traction for
hackney carriages should not supersede horse traction.
(Signed)
" Yours faithfully,
' KINCAID, WALLER, and MANVILLE."
FINANCIAL ESTIMATE.
The present reduced price paid by the cabmen for hire of a
hansom, with use of two horses (under the Asquith award), averages
12*. 2\d. per day, and assuming that this Company charges the same
(though it is fair to suppose that they will be in a position to charge
more) there will be 0*. Id. per cab per day available as profit.
This is equivalent, on a basis of only 320 cabs (which, at £250
each, as above, would cost £80,000) to an annual profit of
£38,440 13*. id.
From this would have to be deducted the sum of £1,280 to cover
the royalty of £4 per cab, and the usual administration expense?,
including rent, rates, taxes, and management charges.
As there are over ten thousand licensed hansom and four-wheeled
cabs in London, the scope for profit to be made by this Company is
very great.
Should further capital be required at, a future date for the
construction of more cabs, it is intended to make nu is=ue of
Preference shares at a fixed rate of interest only, or Debentures
secured upon the Company's stock of vehicles, thereby increasing the
profit divisible on the present issue of shares. %
PURCHASE OF LICENSE, CONTRACTS, &o.
This Company will acquire for the price of 50,000 shares, or cash
in lieu thereof, on the terms of the contract hereinafter mentioned,
the licenso herein referred to from the British Motor Syndicate,
Limited, subject also to the payment of a royalty of £4 per cab per
annuiu. The said 'price has been fixed by The Traffic Syndicate,
Limited (in which the last three-named directors of this Company
are interested), who are the vendors to this Company, and will pay
all expenses of and incidental to the promotion of this Company and
issuing of this prospectus, excepting the cost of stamp duty on regis-
tration and the legal expenses of this Company's solicitors. THe
following contracts have been entered into (1) dated the 12th day of
November, 1890, and made between The Traffic Syndicate, Limited,
of the one part, and this Company, of the other part, whereby for the
consideration above mentioned, and subject to the provisions of such
contract, The Traffic Syndicate, Limited, agree to procure for this
Company the license and agreements above referred to : and (2) dated
the 12th day of November, 1896, and made between the Great Horse-
less Carriage Company, Limited, of the one part, and this Company
of the other part.
Applications for shares should be made on the form accompanying
the prospectus, and forwarded, with the amount due on application,
to the Company's bankers. If the number of shares allotted is less
than that applied for, the surplus application money will be credited
to the amount due on allotment, and any balance will be returned to
the applicant.
Copies of the above-mentioned contracts, and of the memorandum
and articles of association of the Company, with the original report,
can be seen at the offices of the solicitors for the Company.
Prospectuses and forms of application may be obtained from the
registered offices of the Company.
London, November 12th, 1896.
LONDON ELECTRICAL CAB
COMPANY, LIMITED.
APPLICATION FORM FOR SHARES.
To the Directors of the London Electrical Cab Company, Limited.
Gentlemen, — Having paid to your bankers the sum of £ ,
being a deposit of 5*. per share on an application for shares of
£1 each in the above-named Company, I request you to allot me that
number of shares, and I agree to accept the same or any smaller
number that may be allotted to me, subject to the memorandum and
articles of association, and upon the terms of the prospectus dated
the 12th day of November, 1896, which I have read ; and I authorise
you to place my name on the register of members in respect of the
shares so allotted me, and I agree to pay the further instalments
upon such allotted shares when the same becomes due.
Name (in full)
Address
Description
Date 1890.
Signature
All cheques to be made payable to the bankers.
THIS FORM MAY BE CUT OUT -AND USED.
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84
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Notembbb, isse.
THIS
is the "Facile" Petroleum Oil Motor,
which requires
No spirit or dangerous essence.
No beating tube.
No constant-burning lamp.
No battery.
All of these are causes of trouble.
SOLE MAKEBS:
" FACILE "
CARRIAGE MOTOR.
BRITANNIA
Colchester.
AS DRIVER. — Can lake charge of cars, &c.j fitter and erector;
age 36. W. Robinson, 11, H Block, Peabodv-buildings, Bed-
fordburjr, W.C.
AS DRIVER or cWdTTCTOR -Capable of taking charge of
J\. cars, &c. ; age 21. G. Suell, 11, Rodney-place, Islington.
COMPETENT DRIVER— Knows London well; ago 45. A. Fox,
' 2, Lyall.place, Eaton-place, S.W.
* 8 DRIVER. — Electrician and machauic; thoroughly experienced.
IX. Walter Woods. 23, Grove-place, Ealing, W.
iS DRIVER or CONDUCTOR.— Capable of taking charge^jf
Ix. motor. F. Lancaster. 12, Hall-street, City-road.
\8 DRIVER. — Engineer and litter; thoroughly capable ; age 32.
j-TL (i. Rowcll, 51, Lydford-road, Paddington.
4 8 DRIVER or CONDUCTOR.— Licensed bus driver; good
A references. F. F. J. Piper, 9, Upper-mall, Hammersmith:
* SSISTANT DRIVER.— Cycle engineer; good references ; age 19.
il William Hedrick, 8, Westmoreland-row, City-road.
A
S DRIVER or CONDUCTOR.— Experienced ; giod references;
age -16. Clias. Little, 362, Lillie-road, Fidham.
CO,,
No connection with other firms advertising
under similar name.
OHADWIOK AND SONS,
AUCTIONEERS, LAND AND ESTATE AGENTS,
AND SURVEYORS.
84 & 35, ST. MARTIN'S LANE, CHARING CROSS, W.C.
ESTABLISHED OVER lOO YEARS.
Auction Sales of Freehold and Leasehold Properties periodically,
including Plant and Machinery, Steam and Marino Engines and
Boilers, Automotors, Marine and River Launches and Yachts,
Bicycles, Agricultural Implements, Pictures, Works of Art,
Furniture, Jewellery, &c.
Surveys and Valuations for Partnerships, Company Promoters,
Probate and Administration, Land and Agricultural and Trade Valuers.
Civil and Ecclesiastical Dilapidations Surveyed and Assetsed.
Advances also made to any amount on Property intended for Sale.
Estate Development and Sanitation a Speciality.
SITUATIONS WANTED.
— * —
GENTLEMAN (33), having considerable practical experience of oil
motors, desires engagement as representative, manager, or any
position of responsibility ; highest references. Address, " Motor,"
care of Messrs. King and Co., Limited, 62, St. Martins-lane, W.C.
AS DRIVER. — Capable of taking charge of dynamos, motors, and
.Ix. electric fitting, &c. ; age 20. H. Mill man, 9, Leslie-street,
Barnsbury.
MOTOR CARRIAGES,
MOTOR
VANS and CYCLES.
I A Motor Carriage and Delivery Van can be seen
in operation in London by Appointment.
THE BEST SUPPLIED BY
JULIUS HARVEY & Co.,
11, Queen Victoria St., London, E.G.
Illustrated Catalogue with Copy of New Act, One Shilling.
TT IS WORTH YOUR WHILE TO BUY DIRECT.
1 THE RELIANCE LUBRICATING OIL COMPANY SUPPLY, ON
APPROVAL, HIGH - CLASS HYDRO - CARBON NON - CORROSIVE
LUBRICANTS, which, through the superiority, have the largest sale in the
world. Engine, Cylinder, and Machinery Oils, nfrd. ; Spindle. Oil, gjd. ;
Loom Oil, iojd. ; Extra Special Cylinder Oil, is. 4d. ; Extra Special Engine
Oil, is. <d. ; Gas Engine, Oynamo, and Motor Car Oils, is. fid. per gallon;
Light Machine Oil. ioid. ; barrels free and carriage p*id. — RelianOe
Lubricating Oil Co.. to and aa, Water Lane, Great Tower Street,
London, E.G. Depots at Liverpool, Pristol, Hull, Cardiff, and Glasgow.
Telegrams: "Subastral, London.
pONVERSION OF EVERY DESCRIPTION OF
^ FITTINGS. MODERN AND ANTIQUE. Antique Candelabra, &c,
adaDted to Electric Light in such a manner as to faithfully represent candle*.
Temporary lighting at Fetes, Balls, At Homes. Estimates and plans for complete
Electric Light Plants. Motive Power : Steam Engine, Oil Engine, Gas Engine,
or Turbine
CHAMELEON ELECTRIC SIGN.
E. L. Brrry, Harrison & Co , Electrical Engineers and Contractors.
Office and Show Rooms— Lyric Chambers, Whit comb Street, London, W.C.
Telegraphic Address—" Kathode, London."
A
S DRIVER or CONDUCTOR.— Machinist ; long experience.
J. Graham, 5, New-street-cottages, Vauxhall-bridge-road.
CONDUCTOR or INSPECTOR, &c— Experienced. Henr.v Bassett,
i'2, Newman-street, Oxford-street, AV.
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D«ciskbbb, 1896.] THE AUTOMOTOR AND HOUSELESS VEHICLE JOURNAL. 85
ARNOLD S MOTOR CARRIAGE Co.
59, MARK LAnI ^^LONDON™EjC. (east peST&m, rent.)
These Carriages are now offered for sale in every variety
and description, magnificently made and finished. Up to
ist May, 1896, the firm of Benz & Co. have sold and delivered
600 of these Motor Carriages, which are now running all over
the world. "
The Patent Oil Motors are quite silent and do not give
off any heat or smell.
Speed can be obtained from Ten to Fifteen Miles an hour,
Hills of one in ten scaled with ease, and the Carriages and
Wheels are strongly constructed.
The Motive Power is Rectified Petroleum or Benzoline of
the specific gravity of 070, which is easily obtained anywhere,
at about gri. to 1 id. per gallon, and a two-seated vehicle costs
less than a halfpenny per mile to run. The working is so
simple that any novice can drive the Carriage, and with two
gallons of benzoline 70 to 80 miles can be accomplished.
The Oil Reservoir of the Carriages hold about 5 gallons.
The Speed is controlled and regulated by the driver. The
Carriages are fitted with new Patent Steering Apparatus, and
can be stopped instantly.
There is no light or flame inside the Motor, consequently
absolutely no danger of the benzoline catching fire, or, in
windy weather, of the lamps being Mown out, The power is produced simply by the gas from the benzoline exploding and the
electric spark in the combustion chamber.
In each Carriage there are two accumulators (2 volts), and each one will last for about 350 miles, so that when one is
discharged, you switch on to the other, and get the discharged one re-charged at the first place where there is electric light.
We guarantee our Carriages to be of good quality and workmanship, and we will make good any defects in material or
workmanship within three months from delivery, with the exception of damage caused through carelessness or rough treatment.
PRICES FROM £130 UPWARDS.
The "IDEAL" Tyre.
PERFECTION RUBBER TYRE.
FOR LIGHT AND HEAVY VEHICLES.
■D NOT TO ROLL OUT.
This Over
is no experiment, 36,000 pairs in use
see opposite. in the United States.
Ie compress the robber so that, if it is cut, it closes up and no material injury is inflicted, and consequently wears smooth.
An examination of the Principle of our Tjre convinces yon of its superiority over all others.
BOLE MANUFACTURERS FOR THE UNITED KINGDOM:
I tftf » T nnilUMIV 65 & 67, WHARFDALE ROAD,
Ji If i Ar li UUNNULLTj & ALBION WORKS, KING'S CROSS, LONDON, N.
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86
THE A UTQMOTOR AND_ HORSELESS VEHICLE JOURNAL- [Dbombm, 1896.
CIGARS.
OF ALL
TOBACCONISTS.
Price 3d. eaota.
Pronounced by
Connoisseurs to be
better than Havannahs
.A
. MEDIUM .
MILD INDIAN
CIGAR. MADE IN
MADRAS. Of exquisitely
- Choice flavour and cicl'- ate aroma.
w 13v far the lavfiesl sal.1 o! any cljjar In the world.
sward d Two Gold 11 dais- SoldeverywhcrcintlirccalKa.
' No 1 Z* ■ No 2,ah.; nonquota, SK pe hundred.' arriacc pahV,
' '■iarnMw 4 * 5 la.i-2 St -mpm Flor de Dlndljnl Clsarette^^
SL ill tobacco leaf. St V' '»' ,'";el.vc .">' }*■ ^
BEWLAY & COMPANY (Limited).-
\ r o ter«. *9 and 74 Strand. W.'J
-rrrlliS. Clirr.'-wldc. EC.
Estnhl.shed in
th ' year.
17P0.
nvr ura
Sold in Two Sizes-
uiiidlgul Cigarettes
-No. 1, 22B. ; No. 2, 20a. , Bouquets (Small and Mild) SU. .per lOO, .Carriage PM.
tte«, 8». pe. 1 OO, Carriage Paid. Assortment of all the above in box complete, *■. OO., fost
, 49 & 7*. STRAND, W.C., & 443, CHEAPSIDE, E.C " "
CIGARS.
SOLD m
EVERYWHERE.
Price 3d. eaclt.
We are receiving most
gratifying letters from
Customers in praise of
these Cigars.
Free.
Iitabliihad '.y«r One Handled
id r-var One
Fifteen Tel
and Fifteen Teara-
F. KIM & C0,T Ltd., Publishers, Newspaper and General Advertising Contractors,
established^.- 62, ST. MARTIN'S LANE, CHARING CROSS, W.C.
PUBLISHERS' & ADVERTISEMENT OFFICES OF
The Automotor ^Horseless Yemicle Journal
ADVERTISEMENTS also received for ail Newspapers and Periodicals throughout the United Kingdom and
Abroad at Lowest Office Rates.
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THE AUTOMOTOR
-a-i^id
HORSELESS VEHICLE JOURNAL
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
Circulates amongst Makers and Users of Autocars, Cycles, etc., in the United Kingdom, the Colonies
and the Continent.
Vol I. No. 3.
DECEMBER 16th, 1896.
Price Sixpence,
CONTENTS.
Recent Developments In Mechanical Road Carriages
Public Addresses on Automotors
Motor Finance
Continental Notes
Notes of the Month
Law Reports _
Business Notes
Motor-Car Regulations for Scotland
Our Horsj Population „
Answers to Correspondents
The British Motor Syndicate (Limited)
Automotor Contests in 1897 ...
" Engineering" and Motor-Carriages
Wanted— a Word
Pneumatic Tyres for Motor-Carriages
A Motor-Carriage Wheel
Tdxes on Motor-Carriages ...
Edinburgh Coachmakera and Motor-Cars
Peugeot Phaeton
Sir David Salomons and the Self-Propclled Traffl : Association
u The Engineer*' 1,100 Ouineas Road Carriage Competition
rvings of Public Companies
New Companies Registered
The Daimler Motor
" Automo:ire " Vehicles ... J ... „-.
The Stanley and National Cycle Shows
A Motor Run t > Liverpool
Prop-jsed Motor-Carriage and Tramway Combination
Electric Tramways on Heary Gradients
An Electrical Street-Cleaning Cir
Cycles and Motor Cars in Paris
Tne Duryeu Motor— A *5,)00 Challenge
Reviews of Books
Correspondence ... ,
New Inventions
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i:il
RECENT DEVELOPMENTS IN MECHANICAL
ROAD CARRIAGES.
The following paper was read before the Society of Arts,*
on Wednesday, the 25th ultimo, by Mr. Worby Beaumont,
M.I.C.E. Sir Frederick Bramwell occupied the chair, and there
was a full attendance.
Mr. Worbt Beaumont said :— Since I last had the honour
of addressing you on this subject in December last year, the
most important development has been th.it of public opinion,
which has forced upon the Legislature the necessity for the
removal of the restrictions which until now have effectually
prevented the development of road traction, and of carriage
by mechanical means on the common roads of the United
Kingdom. British engineers were fined for running a motor
* This paper— together with the illustrations— Is reproduced by permission of
the Society of Ana and of the author, Mr. W. Worby Beaumont, M.I.C.E.
tricycle for eiperimental purposes on oar roads at a speed
of more than two miles per hour unless preceded by a man
on foot to clear its way, until the I4th of November, 1896,
the day on which the Locomotives or Highways Act of 1896
came into force. The loDg existing and extremely absurd
restrictions against travelling over the country by mechanical
means must ever be regretted, not simply because of the
deprivation of those who would have reaped the benefit of
mechanical transport for trading purposes, but because of the
prohibition of all experimental running, which prevented
British engineers from developing the steam or other road
carriages, the construction of which might by this time have
formed a greater industry than it has already done in the
hands of our unrestricted competitors abroad. The result is
that everything towards the construction of light motor vehicles
has now to be commenced, while for a foreign trade other
countries are now two years ahead of us.
All this is to be regretted, but it is past, and there now only
remains a few restrictions which the lapse of a very few years
will probably see removed from the Local Government Board
list of regulations. These regulations have, in general, the
assent of the motor carriage building and using public, but
there are some which are of the nature of dictates to mechanical
engineers, who, on such structural detail as reversing gear,
brakes, and wheels, should lie left to provide that which they,
by past or coming experience, know or will find is best.
A year ago the modern mechanical road carriage, as dis-
tinguished from the steam boiler and engine vehicles, with
a few seats attached, made in England between 1858 and 1876,
was almost entirely the French and German ordinary carriage
driven by a Daimler or a Benz petroleum spirit motor. Several
of these were, in their more develoi>ed forms, the product of
the incentive in the form of prizes ottered by the French
Petit Journal. For those prizes, it will be remembered, these
vehicles ran from Paris to Bordeaux and back, several of the
carriages doing some remarkably crtditable running. The most
striking feature of the results of those trials was the defeat of
the steam vehicles by those driven by petroleum spirit motors,
although in previous shorter races the steam vehicles had given
much promise. The speaker then proceeded to give a detailed
description of the French and American contests, which has
already appeared in our columns.
Turning now to the lessons of the Paris-Marseilles race, Mr.
Beaumont said : It will first be noticed that no steam vehicles
were present ; all these loDg distance runs were made by
benzoline-motors. The well-known Serpollet carriages were
not even entered, although they had done so well in the Petit
Journal competition in 1894 and 1895, and attracted much
attention, when shown in the Hurlinguam grounds and iu the
recent Crystal Palace exhibition.
r 2
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In these competitions there were other steam carriages by
Scotte, and by De Dion and Bouton. In 1894 the second prize
was awarded to the latter firm for their steam tractor or steam
bogie, and the third prize wae awarded to M. le Blant for a
steam carriage for nine persons, fitted with a Serpollet boiler.
It is thus evident that that the Continental motor-carriage
builders with their now very extensive experience in this matter,
have found the construction of a steam motor- carriage a much
more difficult problem than the construction of one operated by
benzoline or petroleum spirit One of the first difficulties is the
much greater weight of the steam carriage, almost all of which
is due to the weight of the boiler and its connections, and also
to the weight of the supply of fuel and water required for a
journey of any distance. The steam motor itself may be very
light indeed and yet sufficient for the purpose. The Serpollet
instantaneous generation boiler seemed at one time to be likely
to meet the requirements of this essential part of the equipment
of a steam motor-carriage, and but for the weight of it and its
case, and the coke fuel, there is no doubt it would, and it seems
probable even yet that with certain modifications it may provide
all that is required. The boiler, as is well known, is built of
tubes having exceedingly small water capacity as compared with
their thickness and weight, as is shown by the view on the
screen.
Now, in connection with the use of steam under the circum-
stances of very variable demand, as in the case of the motor-
carriage, there is no doubt very distinct advantage accruing
from the use of heavy thick tubes carried within a refractoi y
case and heated by a powerful coke fire, because the mass of
heated material constitutes a very effective heat accumulator
capable of instantaneous conversion on demand. The frequent
stoppages, the easy work on level roads, the complete absence of
work in going down hill, all are conditions which make a heat
accumulator steam generator with small water capacity desirable,
and especially as such a generator will respond to the sudden
call for a quantity of steam for starting or for climbing short
hills largely in excess of its mean capacity. But there is
nothing mysterious about the capacity or performance of such a
boiler, and it has to be remembered that the steam required for
mounting a long hill gives the measure of the boiler capacity
required. When the accumulated heat in the mass of material
forming the tubes has been used up during the mounting of a
hill, then the Serpollet boiler, like any other, depends upon the
quantity of its heating surface and upon the amount of fuel
which can be effectively burned in heating it or, in other words,
upon the grate surface and draught or fuel burning capacity.
It is from this cause that the Serpollet as made in 1894 and
1895 was heavy for ordinary easy road travelling though very
efficient for the purpose when it was made with sufficient surface
for long hill climbs. More than a year ago M. Serpollet ceased
for a time to give his attention to his steam-carriage so as to
enable him to develope the application of his system to
mechanically propelled tranicars, with which he has attained
considerable srccess.
Whilst he ha» been so engaged very little progress has been
made in France with steam for road traction. His old vehicle
was not suited to everyday use. It could only carry a supply
of coke for a run of from 40 to 50 kiloms., or from about 25 to
30 miles. It attained high speeds on level roads or easy
gradients, was handy to drive, and economical, but it was
cumbrous and heavy, and coke was not a pleasant fuel to use.
The steam tricycle constructed in 1889 aUo used coke. The
generator weighed 350 kilos, with the fuel.
The vehicle more lately constructed runs on three wheels, the
rear wheels serving for propulsion, and the front bicycle wheel
for steering. The generator is placed at the back of the carriage,
and the two-cylinder motor, inclined at 90°, is under the seat,
bolted to the steel tube underframe which curves up in front
for the steering head. The crank-shaft carries a pinion which
gears into a large wheel on the driving axle, so that the usual
intermediate gearing is dispensed with. For fuel, petroleum is
now used, a Longueniare burner being employed. The ordinary
lamp petroleum is admitted at the bottom of the burner, and is
for«.cd up through a spiral tube, where it volatilises under the
heat of the flame, and descending to the bottom of the burner,
passes through a form of metallic filter to relieve it of im-
purities. It then enters a chamber, from which it passes
through small holes into a second chamber containing eight
jets, through which it issues as petroleum vapour and burns
with an intense flame, spreading out to cover the whole area of
the funnel formed by the spiral tubes and space above it
containing the Serpollet steam generator. The burner is started
in the ordinary way with a little methylated spirit, and in from
eight to twelve minutes the machinery is said to be ready for
starting.
The new three-wheeled carriage is merely an experimental
one. It was not intended to do any serious work, and yet it
has already, it is stated, run more than 1.000 kiloms. They
say that they can run at higher speeds than have yet beeu
attained. They can run easily at 35 kiloms. an hour, and even
in going up the Surenes Hill, which is particularly long and
steep, they can go at 25 kiloms. Everything is tested in Ranee
by speed of travelling. The speed can, with steam, of coui-se
be regulated with precision, and with the power this carriage
appears to have there is no necessity for mechanism for changing
speed. The speed mentioned is, however, unnecessary, and its
possibility shows that the boiler and engine are larger than
necessary. In the experimental vehicle a reserve of x2 litres
of petroleum and 50 litres of water can be carried. With this
supply of petroleum the carriage lias run from Paris to Rouen
— about 140 kiloms., or 88 miles — without replenishing the oil.
The time occupied in covering the distance was, the author is
informed, six hours. The weight of the carriage without load
is 700 to 800 kilos., or from 7 to 8£ cwt.
M. Serpollet is building a new carriage with four wheels, in
which he will make certain modifications. The steam generator,
instead of having circular spiral vapourising tubes, will have
them arranged in a square placed one above the other, so as to
obtain a larger heating surface. It will also be fitted with a
condenser underneath the carriage. With this he intends to
condense the steam in the winter, and return it to the boiler,
so as to suppress the exhaust, and make renewal of the water
supply less frequently necessary. In the summer, ho says this
is of no importance, as the steam, being sent away with the
heated gases, will not then be visible. The gearing is light and
compact, and will be enclosed in a gear case to protect it from
dust and mud.
The sam e system of boiler construction for oil fuel is to he
applied to tramcars, the weight of the boiler being very much
reduced by it.
The De Dion and Bouton boiler is a much more delicately
constructed boiler, consisting as it does of an exterior annular
water case, connected to a central, similarly-constructed, annular
water and steam space by a large number of upwardly inclined
radial and steam tubes.
One of these boilers, weighing about 530 lbs. empty, contains
2275 square feet of heating surface, and has a grate area of
186 square feet. It will, it is said, evaporate about 6 lbs. of
water from average temperatures per lb. of coke, and yet it is
said to be sufficient for an 18 horae-power motor. It thus has
only about 1"26 square feet of heating surface per horse-power,
and only 0'103 square feet of grate surface per horse-power.
Assuming the little engine employed, which was a small com-
pound engine, to be capable of giving a brake horse-power for
30 lbs. of steam, then it will be seen that each square foot of
surface would have to evaporate no less than 23-8 lbs. of water
per square foot per hour, and, further, that no less than 52J lbs.
of coke would have to be burned per square foot of grate
surface per hour.
Now, inasmuch as the Serpollet boiler is net credited with
evaporating 6 lbs. of water per lb. of coke, it will be readily
understood that both these boilers have been very much over-
rated, and hence the difficulty of providing steam for full power
for more than a very short time. The Serpollet mass of heated
material will, of course, enable the user for a few seconds, or n
minute or two, to obtain many fold the average power of the
boiler on continuous load, but the store of heat is soon gone, and
the boiler soon flooded if water is sent in at maximum rate.
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89
This will be easily seen when it is remembered that the latent
heat of evaporation of water from, say, 62J is 1,116 units,
and, therefore, no less than eight times the total heat of the
iron tubes, even assuming them to be at a 1,009° in temperature
when called upon to give up their store. If then, as appears to
be the case, these two boilers are the best, or, at all events, the
most favoured by those who have been working at this problem
for years, it would appear obvious that the great advantages
offered by the steam-engine have hitherto been unattainable
because of the difficulty which besets the problem of constructing
a sufficiently powerful boiler of sufficient lightness.
It is owing then to the hitherto unattainable in steam-
generators that the light oil-motor has, as in the recent Paris
and Marseilles race, displaced the steam-engine, and it is not easy
to see_ how with the low weights possible with the oil-motor
anything yet known in the form of steam-generators, the steam-
engine with everything else in its favour can compete. It is true
that success is said to have attended the trials of the Blackburn
dog-cart in which a comparatively small coiled tubular boiler,
heated by a Bunson methylated spirit burner, was employed, but
inasmuch as the trials of this dog-cart were made over very short
distances, and the engine employed not of high efficiency, it does
not appear to have been demonstrated that this boiler was capable
of generating sufficient steam for meeting the demands of ordinary
road travelling. Considerable advances have been made in the
last few years in the construction of water-tube boilers, and
some of these boilers will no doubt generate more steam per
unit of their weight than was possible with most of the boilers
used in steam -carriages between 1858 and 1878, or any of the
boilers used in the modern light road locomotive, highly efficient
as some of these are. They do not appear, however^ to offer
any advantage not equally secured by the boilers of Dance,
Gurney, Church, Hancock, and Macerone 60 years ago, and it is
possible that some of these and the high pressure tubular boiler
of Loftus Perkins may even yet, aided by the possible very high
temperatures obtainable by the combustion of petroleum as fuel,
yet enable us to employ Ihe steam-engine.
It may be asked what, after "all, are the advantages which
steam offers, and we may answer this question by saying,
firstly, the steam-engine affords greater range and ease of
manipulation within the limits of no power, and full power
than any other motor ; secondly it may be stopped and started
with more freedom, certainty, and smoothness than any other
motor, with the exception of the electrical ; thirdly, it may be
employed for travelling any distances with fuel everywhere
available, is easily fitted with reversing gear, and is easily
understood.
Now, as against these high qualifications there is the great
disadvantage, as compared with the oil motor, of the necessity
for manufacturing on the road the working fluid by means of
a boiler. With the equivalent of this the oil motor is able
to dispense, for even where a vapouriser is employed, or a
carburettor, the weight of these parts is comparatively insig-
nificant, and they require but little, if any, attention. Recent
advances seem to show that even this niiy not in future be
necessary, for, with a mixture of oils, or with a light oil or
petroleum spirit, the carburettor may be dispensed with, and
the vaporiser may be either rudimentary or non-existent. To
this point return will be made hereafter. The chief disadvan-
tages at present attending the use of the oil motor are, firstly,
the necessity for keeping the motor running while the car is
standing ; secondly, the vibration set up by the explosive
impulse, which is very irregular, especially when the motor is
running light, or nearly so ; and, thirdly, the necessary use of
clutches and rather complicated gearing for putting the light
running motor into gear, of changing the speed by means of
gear. In spite of these difficulties, however, the oil motor
vehicle has made such advances in details of its construction
that the race from Paris to Marseilles and back was not only a
possibility under adverse circumstances with vehicles of various
types, but may be looked upon as a certainty for everyday
purposes in the hands of people who are willing to bestow upon
them their careful attention.
All the carriages of the Paris-Marseilles- Paris race were fitted
with gearing very much the same as that which was in, more or
less, general use by the several leading makers more than a
year ago, and it does not appear that anything more than slight
additional strength and improved form of clutches — by means
of which the motor can be put in and out of gear with
smoothness — are necessary to enable vehicles to run any length
of time, as far as this detail is concerned, with satisfaction.
The c irriage which won the first prize in this contest was of
the Panhard and Levassor construction, driven by a light oil or
benzoline motor of the Daimler type. It drove gearing by the
arrangement described by the author las', December, aud as
shown by the view now thrown upon the screen.
It cannot be said that any development can be particularly
referred to in this carriage, its motor, or gearing, but great care
has been bestowed on the design, construction, and workman-
ship in particular of all the details. The second aud third
prizes were also awarded to these makers for vehicles similarly
operated, and the fourth and sixth prizes to M. Delahaye for
vehicles similar to that, a view of which is now thrown upon
the screen. This vehicle was exhibited in England last summer
at the Crystal Palace Exhibition, aud is one of those in which
the motion is transmitted from the engine shaft by belting, the
motor being, as most makers now prefer, of the horizontal type.
It is one of those which received a diploma for gold medal at
the Crystal Palace Exhibition. The carriage with which the
fifth prize was won by MM. Peugeot et Cie., was similar to that
described last year, and was driven by a modified Daimler type
motor. The seventh and eighth prizes were won by the
Maison Parisieune, or the Benz Company, of France, with
vehicles fitted with the Benz horizontal petroleum spirit motor,
the ignition of the charge in which is effected electrically. The
ninth prize was won by a vehicle by MM. Landry and Beyroux
with a cabriolet, driven by a petroleum spirit horizontal motor.
Both the tricycles which took prizes in the third-class were of
the Dion and Bouton type, as shown by the view now thrown
upon the screen. The motor used in these tricycles is not fed
directly with the petroleum spirit, as in the case of the latest
forms of Daimler motor, but receives a charge of carburetted
air from a carburettor. Its arrangement is shown by the
diagram on the wall.
Another carriage of which notice should be taken is that of
M. Triouleyre, made by the Compagnie Gen6rale des Auto-
mobiles, of Paris, which did some excelleut running, and is
operated by nisins of a horizontal benzoline motor, which
drives a second motion shaft by means of leather belting, the
driving wheels being actuated from this shaft by pitch chains.
Two of these vehicles entered for the Paris-Marseilles race. A
feature of M. Triouleyre's carriage is an arrangement of tubes
and air blast for cooling the jacket water, the details of which
are not, however, yet made public.
It is worth notice that M. Roger, the French concessionaire
of the Benz motor-carriages, refused to enter the Paris-Marseilles
trials, because they were races rather than tests of useful
qualities.
The steam-van illustrated by a plan, section, aud elevation in
Fig. 1 has been made this year by the Thornycroft Steam
Carriage and Van Company, Chiswick. It w.is one of those
exhibited at the Crystal Palace Exhibition. It is a light van
designed to carry 1 ton, with floor space available for goods of
25 square feet.
Its length over all is 11 feet, of which 4 feet 6 inches are
devoted to the boiler aud machinery. It is fitted witli a
Thornycroft water-tube launch boiler, having 50 square feet of
heating surface and i\ square feet of grate, and water-tube
tire-bars, as shown in the engraving. The engine is a little
double compound, having cylinders 2-mch and 4-inch by 3-inch
stroke, and arranged so that the steam can be admitted to the
low-pressure cylinders direct for steep hill climbing. The
engine is geared to the driving wheels at the ratio of 0 to 1.
The fuel used is mixed coal and coke, about 4 lbs. per average
mile being consumed. A skew -toothed puiion of large size
gears into the corresponding teeth of the rim of the wheel
carrying the compensating gear, this wheel being carried by the
two inner ends of the second motion shafts, which at their outer
v :i
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL;
[Deoembbb, 189ft.
ends carry the chain pinions by which motion is communicated
to the driving wheels. An air condenser is fitted on the roof of
the van. which is capable of condensing all the steam at ordinary
rates of working, and weighs less than 2 cwt. Its construction
will be gathered from the end and side elevation, and it contains
about 130 feet of surface, the tubes being of thin copper, half
inch diameter, connected in groups to short lengths of If -inch
tubes held together by long bolts. The van complete weighs
unladen about 30 cwt., of which 22 cwt. is on the driving
wheel.
The general arrangement of the van and its machinery is well
shown \v the engravings. The bearings which carry the inter-
mediate shaft are connected by radius bars to the main axle, to
preserve the proper distance between the two sets of chain-
wheels, and have free play of the springs by which the van is
carried. The chain-wheels are fixed to the back of the driving-
slight improvements in the steering arrangements might be
made, and, if possible, the number of handles to be used should
be lessened, and the exhaust should be capable of diversion into
the chimney for hill climbing. All these are more or less easy
of achievement, and the van meets the requirements of the
Local Government Board under the new Act. The van recently
ran from Chiswick to Windsor Castle, a distance of 20 miles by
road, carrying over 4 ton of load, in 2J hours, with 90 lbs. of
coal and coke mixed in equal bulk, the run to Chiswick and
back being made without any stoppage for adjustment or other
purposes, and the Castle Hill was climbed without difficulty.
This steam van may be taken as representing a class for
which it may be expected considerable demand will arise,
namely, a van to carry a ton and upwards of goods. The
example shown is of the smaller size or a type which, running
at a maximum speed of about eight miles an hour, would perform
i
FlO. 1. — TnOBNTOBOFT Si BAM VAN — PiAN AND SjtOTION.
wheel naves. The steering is effected by a hand-wheel on a
verticle spindle, at the lower end of which is a worm gearing
into a wheel of about 8 inches diameter, cast with which is a
wheel which carries an ordinary link chain. This chain is led
to a horizontal steering wheel on the locking-shaft steering
wheels at the rear end of the van. The chain on this wheel is
capable of adjustment for taking up slack. The brake is also
put on by means of a hand- wheel and vertical spindle next the
steering wheel. The steam connections between the engine and
boiler are not shown in the illustrations, but they are of simple
kind, a stop-valve being within easy reach of the driver, who
can also reach the link motion lever. The van was shown
running in the Crystal Palace grounds, over roads which are in
some places small loose gravel, which is trying, especially for
iron-tyred driving wheels. The van runs very satisfactorily
and smoothly, and will meet the requirements of a great many
who, as cirriers, are now waiting for such a vehicle. Some
the work of country carriers and numerous classes of traders.
In these the small extra weight of parts not admissible in the
light passenger vehicles hitherto referred to, is a matter of
smaller importance, and the maximum speed being low, they
may be worked and steered with safety and certainty. The
heavier class of vehicle, to carry and haul from three to seven,
or more, tons, have jet to be made ; and while for the light,
quick passenger vehicles the experience and practice of the
carriage and the cycle makers will be invaluable, it is the
experience of the light road locomotive and traction-engine
builders which will be drawn upon to make a success of the
heavy motor-vehicles. The author was recently called upon to
express his views on motor- vehicles for the heavy traffic of the
Liverpool traders, and surprise was shown when he stated that
although for those who really required them, light vehicles of a
useful character could be had at the present time, those suitable
for heavy traffic had yet to be made. For this reason he advised
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91'
those whose expectations had been unduly raised with regard to
such vehicle?, not to be in a hurry to part with their nones.
This view he still holds ; but the realisation of the requirements
of merchants, of places like Liverpool, or of some of thehi, is
perhaps within a measurable distance. The problem to be
solved is, however, anything but an easy one, and if it is to be
solved by means of the steam-engine, it would appear that very
by the efforts of Messrs. Uornsby and Sons. Much attention :
has yet, however, to be paid to the transmission and stopping
and starting gear to be employed.
The Duryea carriage, to winch reference has already been
made as being one of those present at the opening run from
Loudon to Brighton, contains several feature! of interest,. one
of which is that the motor has an oscillating cylinder ; that it
Fig. 2.— Boots and Vexaulbs' Pbtkolepm Oil Cakbiauk.
■€■
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d>
Fig. 3. — Boots and Venabi.es' Petroleum Oil Cakkiaue— Pla.v.
high pressures, high-speed engiues, and high-class light boilers
will have to be employed, rather than the very heavy boiler?,
and comparatively low-speed engines at present used for light
road locomotives. The development of the oil-eugine is, how-
ever, sufficiently rapid to lead to the belief that this form of
motor will ultimately take the place of the steam-engine for
this class of work. Some indications of this are already afforded
is supplied with giises the product of explosion of carburetted
air under pressure from a separate explosion chamber. A lamp
is used to effect evaporation, an electric arrangement being used
for ignition of the charge. The motor transmits motion to a
second shaft by means of bells for three speeds, and a cross-
belt is used to obtain reverse motion at another speed. Jockey
pulleys are used for giving either the oue or the other of the
f 4
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1'HE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Dbcembbb, 1696.
belts sufficient tightness to enable it to drive. Spur pinions on
the end of the second motion shaft convey motion direct to a
hollow axle surrounding the driving axle, and carrying a com-
pensating gear in the centre. It carries benzoline sufficient in
quantity for about 100 miles' run.
The carriage, of which two views are shown in Figs. 2 and 3, is
one which has been built by Messrs. Roots and Venables, and
is fitted with a motor which works with the ordinary lamp
petroleum. The arrangements are in several ways novel and
interesting, and it is one of the first finished carriages yet
constructed to use the heavy oils of high flashing point. The
motor works on the Otto cycle, and the rotating valve shaft,
which must run at half the speed of the crank shaft, is utilised
as a means of obtaining the first speed reduction. This is a
very considerable gain, and allows of convenient arrangement.
In the engravings, a is the motor cylinder, b, the crank shaft
geared to the wheel, c, by means of a Beinhold chain, this
wheel being on the rotating valve shaft, which is made large
enough to transmit the power either by the chain on the small
pinion, d, or the larger one, c, either of which are thrown into
gear by means of a clutch at l. The oil supply is seen at o,
and the vaporiser, on Boot's system, is at v. J, is the foot lever
for a brake, and a vertical lever enables the driver to throw the
motor in or out of gear, or to give the carriage one or other
speed. The frame is formed of a double set of tubes which act
as water coolers for the jacket water which circulate? through
them.
The carriage shown in Figs. 4, 5, 6, and 7 is a petroleum
motor-carriage made by Messrs. Petter, Hill, and Boll, of
Fig. -t.— Pbtrolicm Motor Carriage by Messrs. Pettbb,
Hill, and Boll.
Yeovil, the motor being the design of Mr. Percival Petter,
and the vaporisor used in connection with it is shown by
Fig. 5 to be rudimentary only. Several carriages fitted with
the arrangements of machinery shown in the figures
have been made by this firm, and the author is informed
that they are running with success. The motor is of the
horizontal type, having two parallel cylinders, m m', coupled
to one crank shaft, n n', upon which is a flywheel, w, and the
pulleys a, b, and c, upon which are belts for driving either
the high speed pulley, a', or the low speed pulley, b', or
the reversing pulley, c'', through the medium of the rider
pulley, c', the three pulleys, a', b', and c' are fixed upon the
second motion shaft, h, in the centre of which is the usual
compensating gear, o, and on the ends of which are the two chain
pinions, J j', communicating motion to the driving wheels by
means of pitch chains running on the wheels, k' k'. From the
sectional elevation it will be seen that by means of the handle,
b, at the right hand of the driver, the belts connecting the
pulleys, a a', or b and b', are thrown alternately into gear by
pressing either the jockey pulley, d or d', upon those belts. As
shown in the engraving with the handle, e, in the position 3, the
jockey pulley, D, is tightening the belt on the pulleys, b b', for
driving the carriage at the slow speed. When the handle, e, is
placed in the position 2, both sets of pulleys are out of gear and
the belts free to slip ; but when the handle is in the position 1,
the jockey pulley, d', conies into play, and the belt connecting
the pulleys, a and a', is tightened upon them for driving at high
speed. The handle, s, is on a shaft, f (Fig. 7), which carries
levers from which depend links having on their ends the stud
spindles of the jockey pulleys, d d', which are controlled in their
movements by the radius rods, o' g". An ingeniously simple
reversing motion is obtained by means of the belt connecting a
pulley, c, and pulley, c', the latter being carried upon a stud
spindle held by the arm, f', and under control of the foot by
means of the pedal, I. When not in action, a spring at s keeps
the pulley, c', and the belt upon it from contact with the
driving pulley, c", but when it is desired to bring the reversing
motion into gear, pressure upon the pedal, i, brings the pulley,
c', with the lower part of the belt running over it intervening,
upon the pulley, c", and thus a slow movement in the reverse
direction to that given by the other pulleys is obtained. The
pulley, c", acts also as the brake pulley by means of a band
brake embracing about half its circumference, and brought into
play by means of the pedal, l In Fig. 5, a is the compression
space and combustion chamber ; b, oil inlet cock ; d, inlet
Fig. 5. — Pbhib's Oil Motor Cylinder and Valves.
passage to valve space ; f, air inlet to valve ; e and J, ignition
tube, heated by burner, M.
The views which are shown in Figs. 8 and 9 illustrate a motor
quadricycle made by Mr. P. Crastin, of Holloway, and operated
by an oil-motor using ordinary lamp petroleum. In the motor
employed there are some details of interest, and, though not at
liberty to describe some of these, some views and details are
now given. From the general views it will be seen that the
quadricycle with two seats is driven by a motor through the
hind axle, and the first speed reduction is obtained from the
rotating valve-driving spindle ; which, as in other Otto cycle-
motors, runs at half the speed of the crank shaft. By means of
the remaining gear, which is clearly seen, the speed of the
motor, which runs at about 580 revolutions per minute, is
reduced to the 130 revolutions per minute for a speed of
12 miles per hour, of the driving wheels, which are 2 feet
6 inches in diameter.
The motor itself is double acting, that is to say, it has a
double-ended cylinder in which the explosive impulse takes
place alternately, so that one impulse is given for each revel u-
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tion. A sketch diagram of one end of this cylinder is shown in
Fig.8. a bIiowr the casting carrying the water jacket and
the internal steel tube, t, which is fixed within it and protrudes
into the cover, b. Wiihin the steel tube, t, which has a slot, a,
in the middle of its length for the accommodation of the cross-
head pin, p, is a second tube, t', carrying at the centre of its
through a valve at r>, and an ignition tube is placed at K ;
exbautt valves are fitted at r. The vapor'ser employed is
shown in a case at the back of the vehicle, anil it consists of
a small annular vertical vessel formed by an inner and an
outer steel tube closed at both ends, the inner tube forming
the chimney for a small vaporiser lamp. At the lower part
FlQ. 6.— P*TTEB, Hill, AXD BOLL — PlAN,
Fig. 7.— Petteb, Hill, axd Boll— Sectioual Elevatio.v.
length the crosshead, c, and at each end the piston block, c'.
In the lower part of the cylinder casting is fixed the tube, h,
which provides for the circulation of the water through the
jacket, o, from which it passes by a pipe at the cylinder top.
The cylinder is fixed to the frame of the quadricyele by the
clamp piece shown. Air and vapour enter the cylinder cover
of the annular space a tube is inserted, into which oil, from
a form of sight-feed lubricator, drops, ami is drawn into the
vaporiser when a suction charge is made, but passes away into
an overflow tank when a charge is not required. The double-
ended piston of this motor is T70 inches in diameter, and lws a
stroke of •} inches.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Dscbmdkr, 1896.
Figs. 10, 11, and 12 illustrate a steam -carriage under con-
struction, largely from the designs of Mr. Percy Holt, and
although not yet completed, a description of it will be of some
interest as biing, as far as the author knows, one of the very
few attempts to produce a steam carriage of considerable power
and of light weight to carry four persons. From the three
views it will be seen that there are two small steam-engines
carried in two cases completely enclosing them, and driving,
by gearing also enclosed, a pair of grooved driving pulleys
acting directly on the peripheries of the pneumatic tyres to
the driving wheels. The cases containing' the engines are so
mounted that when steam is turned on to set the carriage jn
motion the grooved pulleys are automatically brought into
contact with the driving wheels. The boiler is of a novel
type, and will be described hereafter. From the engines,
either or both of which may be used, the exhaust steam passes
into a condenser which is an air condenser acting partly on"
steam is only admitted to one engine, but when gradients
require it, it is automatically admitted to both engines by a
movement corresponding to the loosening of the reins. When
steam is shut off from the engines fjr stopping or for running
downhill, a simple form of regulator cuts off the oil supply to
the greater part of the oil burners by which the boiler is heated,
the other burners being so situated that they are automatically
relighted when steam is turned on by those which are not
extinguished when steam is turned off. The boiler, which is
shown in Fig. 10, consists of two main parts, namely, a water-
heating part in which the water fills the entire capacity, and is
maintained under a pressure of from about 500 lbs. per square
inch and upwards. This- part is connected by a redncing-valve
automatically controlled by th* consumption of steam by the
second part in which steam at a low pressure of say 250 lbs. per
square inch is generated. The iirst part or receptacle consists
of the larger tubes, a, b, and B*, find the second part or recep-
Fio. 8.-^Cbastin's Moios Quadbicycxb-
On i End of Motor Cylinder and Piston.
the principle of an evaporate condenser, the exhaust steam'
itself actuating a fan which assists in the action of the air-
cooling current. As far as is possible, the control of all the parts
has been made automatic, dependent only on the action of the
steering handle influenced as far as more or less steam, i.e.,
more or less speed, and as to the quantity of steam generated,
and as to the amount of fuel used, and the application of the
brake, all as far as possible controlled by a movement simulating
the action of the driver of a horse who gives more or less rein
to his horse for more or less speed, or pulls very hard on them
if he wishes the horse to understand that he is direly in need of
all his help for a sudden stop. When the carriage shown is
standing the brake actuated by the steering levers is in action.
When the driver is in his place the steering levers, with a sleeve
on the rot! connecting them, are raised more or less, and this
admits by the lever connections, shown in rather exaggerated
dimensions, steam to one, or by further movement, steam to
both of the engines. When running on a level and good road
tacle consists of the interior smaller tube, c, within the water-
tubes, a, b, b'. The feed-water is admitted at the top at a, and
passes downward through the coil, a, to the junction piece at a'.
Here it passes from A into the annular spaces within the coils,
b, b', and outside the coils, c, in which it passes up to the
reducing-valve and connection at R. When steam is required,
some water is automatically admitted into the inner tubes, c, in
which from its high temperature and pressure it partly flashes
into steam, and is partly vapourised by the heat transmitted
through the high temperature water to these inner tubes, the
steam passing off to the engine at D.
There are many makers in this country busy on the construc-
tion or the design of motor-carriages, but few of them are at
present prepared to show what they nave done. Some, including
the makers of the Pennington motor-cycles and bicycles, are so
well known as to need no reference here.
There are several questions which arise in connection with
the subject of this paper to which reference must be made.
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or.
One of these is the speed question, because with it is involved
that of power. For the present, at least, it must be conceded
that the maximum speed for which motors and gearing for any
motor-carriages should be designed ought not to exceed the
reasonable 12 miles an hour permitted by the Local Government
Board regulations. This should not only be admitted on the
grounds of public safety, but because of the lesser power which
such a speed, as a maximum requires, as compared with thi
speeds which are being attempted, but because of the smaller
weight of the necessary motor. It may be further urged that
all the purposes of the greater number of users of these vehicles
will be best served by the power which is sufficient for this
speed as a maximum on good roads, and a correspondingly lower
speed on any ordinarily steep gradients which can be surmounted
by the same power. There is nothing fine or particularly
laudable in rushing up steep hills at high speed, any more than
there is in doing so with horses, while there is, on the other
hand, very considerable possible gain by adopting the slow
speed for hills, which also
secures greater power for
starting and working over
bits of bad road. This con-
sideration shows that for
most vehicles, and particu-
larly for trading vehicles,
even when driven by steam,
an effective arrangement of
s/>eed gearing, which can
with smoothness be put into
or out of gear, so as to pro-
vide high-power by slow
s|>eed for starting and hill
climbing, is necessary. In
this way the small boiler
|>ower sufficient for maxi-
mum speed on good roads
will be sufficient for bad
roads and hills.
A diagram was then
shown giving the power
required for different speeds
on different gradients for a
vehicle and load of 2£ tons,
and shows how very much
the power increases with
the higher speeds.
The limit to speed for
lighter vehicles is possibly a
very high one, but for
vehicles for the average user
it must be determined by
some reference to economic
running, to cost of the
vehicle, and to the average
conditions imposed by the
observance of legal restrictions, and ordinary traffic conveni-
ence. In towns the limit and the maximum power required
are in most places soon reached.
With regard to the use of petroleum or petroleum spirit
motors, the recent alteration of the conditions under which the
latter may be used in this country has removed the necessity,
from a legal point of view, for adhering to the use of oils
having a flashing point of above 73°. There is no doubt that
there are good reasons for wishing that the oils of high specific
gravity should be used, but it must be admitted, on the other
hand, that the employment of benzoline has been singularly
free, both on the Continent and in America, from mishap iu
connection with motor carriages. Some English firms, as
already mentioned, have succeeded in making motor-carriages
propelled by motors which will use ordinary petroleum lamp
oil, and liaving done so much, there are reasons for expecting
that development in this direction may take place.
It cannot, however, be denied that the advantages from the
I>oint of view of simplicity of the motor attending the ready
Fig. 9. — Cbastin's Qpadricvci.e — End Vjbw
Removed.
vaporisation of the lighter oil in the motoi admission valves and
passages, and ignition in the cylinder, are very great indeed,
and that the objectionable smell of the exhaust gases is very-
much less than from the heavier oil. The great variation in
the power required from the motor of a mechanical carriage,
namely, as between the maximum power for climbing a stiff
hill and the no power required when descending hills, intro-
duces variations as to vaporisation, quantity of oil to be dealt
with, temperature of cylinder, and ignition, which, as far as at
present can be seen, must occasionally cause the ejection of
much partially-burnt oil with the exhaust, a difficulty which
is much lessened by the use of petroleum spirit. The advances
which have been made iu the last year in the construction of oil
or spirit-motors are not of a striking order, and the ljest known
and most used of all is the Daimler of the improved form,
described by the author in the Cantor Lectures last December.
The float-feed regulator of this is used by M. Bollee in his
tandem tricycle, which has done such remarkable running, and
the new horizontal motor
by M. Peugeot is made on
lines similar to the Daimler.
The feed apparatus cannot
very well be conceived to
be much simpler, and the
automatic spray making pre-
paratory to vapouring is so
introduced that it adds
nothing to the parts to lie
attended to. One at least
of the makers seem to have
courted disaster by using
horizontal Otto cycle motors,
the end of the cylinders of
which were open >for the
reception of any dust and
dirt that could find its way
there, and several of the
makers use horizontal motors
of moderate speed, and con-
sequently large diameter of
cylinder, as the stroke is not
long. There seems to be no
doubt that in the future
exceedingly good design,
workmanship, and material
must be combined, and very
high speeds for motors be
observed. This makes pos-
sible, not only small area
of piston, but smaller im-
pulse and less variation in
the strength of the impulse.
Vapobisek and Casino Some of the very small
motors made by Mr. Pen-
nington are said to be very
good indications of the lines on which the motors for light
vehicles will have to be made.
In the use of the heavier oils some advances have been made,
but as the author has not actually tested any of the motors said
to work satisfactorily without vaporisers, even of the simpler
forms, he is unable to say more than that he is informed these
motors do work with the heavier oils of specific gravity 08, and
flashing point of over 73°.
In the construction of frames for motor-carriages, the
experience and inventions of the cycle manufacturer will be
of very great help. Not only may the systems of building-up
be employed, but the tubular form may be usefully employed
ah storage or cooling surface for jacket water.
Iu some of the machines which took part in the Paris-
Marseilles trials, it was found that under the excessively
severe ordeal of a 1,000 miles race, often over excessivsly bad
roads, the frames were severely tested, and brazed joints in
several instances were found defective. On the other hand,
mechanically connected frame members behaved well. When
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Dbcembee, 1896,
motor- carriage construction has been sufficiently standardised,
it will, no doubt, become common to connect members of the
frames by castings and stampings, which are employed also as
parte of the machinery.
The only novelty in the method of building up frames which
has been announced is that of Mr C. T. Crowden, according to
purpose of the process, placed within strong, well-fitting, cast-
iron clamped dies, or moulds, so that the water pressure does
not burst either the thin pipe or the sockets. Some samples of
frame joints made this way are here upon the table.
There seems to be great probability that the light aluminium
alloys having a specific gravity of from 29 to 2'35 appear to be
Fio.
FlO. 11. — Hot.T's STKAM C.IURIAGE.
which the tubes are slipped into their connecting collars or other
parts, such as the cycle head and crank bracket, and then sub-
jected to an internal water pressure of about 2A tons to the
square inch. The inside of the sockets, of whatever form, are
first grooved, so that under the water pressure the thin tube is
swelled into the grooves. The sockets and tubes being, for the
well suited for making the castings for the frame and machinery
connections, because excellent castings of any form can now be
made with these alloys, and the strength for a given weight is
not only ample for every purpose when the thickness is enough
to secure stiffness, but it is considerably stronger than steel,
weight for weight. Steel castings cannot be made v>ry light,
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and when necessary stiffness is taken into consideration, an
aluminium alloy of specific gravity 2-95, and tensile strength of
from 12*5 to 15 tons per square inch offer very considerable
advantages, especially as such alloys work well in the machine
shop and with the fitter.
"With regard to the tyres of wheels for light carriages aud the
lighter omnibuses and vans, experience to the present time
seems to confirm the opinion of those who strongly favour the
use of indiarubber, and particularly of pneumatic tyres.
Experience and invention are no doubt developing the air
tyre, so that its advantages will ere long far outweigh the
disadvantage of their high cost. Very high speeds are, however,
especially with any considerable weight, very destructive both
of solid and of pneumatic tyres. For the heavier vehicles now
permitted under the recent Act and regulations there seems
little doubt that wheels fitted with renewable wood treads may
be very favourably mentioned, and it may be hoped that the
Local Government" Board Rules will in this respect, and in one
or two other matters on structural points, be modified in
accordance with the experience which will soon, it may be
expected, make modification necessary.
Fio. 12.— Holt's Steam Cabriagk— 1'kokt View.
With a consideration of the kind of tyres most suitable for
motor vehicles, arises the subject of road improvement, and the
opinion may be confidently expressed that if mechanical trans-
port on the high roads is to acquire the importance and the
universality that it« promised advantages make desirable, more
attention than ever will have to be paid to the construction
aud maintenance of roads, and more money than ever will be
profitably emplojed on this work.
Thus far no reference has been made to the development of
electrically operated motor vehicles. This is because the
development resolves itself almost entirely into a question of
secondary battery construction. There can be no doubt that
the electrical motor is, at present, the only one which offers a
complete equivalent of the steam-engine with regard to range of
power within the maximum, facility of starting and stopping,
easy working, and freedom from vibration. It must, however,
be left to those who have had recent personal experience in the
use of secondary batteries for this purpose to state what the
recent developments actually are, for the author's own experience
in their construction cannot be quoted in connection with recent
developments.
During the coming year great activity may be expected in
connection with mechanical road carriages. British engineers
are busy, and the prizes offered by the proprietors of The
Engineer, to the value of 1,100 guineas, will, it may be expected,
bring forward a great many vehicles, which will take part in
the competitive trials to "be held at the end of May, or
beginning of June next. The conditions of this competition
were published in The Engineer of the 20th of that month
(November).
DISCUSSION.
The Chairman said this subject was now occupying public
attention a great deal. It interested engineers at very nearly
the beginning of the century, but now the public hail got hold
of it, and probably there would be the usual story — a good many
failures, a good many accidents, a great deal of dissatisfaction,
and then it would fall into disrepute. After the pendulum had
swung in that direction, it would probably come back, aud after
a time the matter would be taken up in a proper and true spirit
— that of engineering, not of company promoting. When that
point was reached, it would be found that this mode of locomotion
was really very valuable. He had so often spoken of his own
experience, which went back, he was sorry to say, for 60 years,
that he hardly liked to repeat it, beyond saying that, according
to his judgment, nothing had been done recently which surpassed
what was done then. There had certaiuly been a change from
steam to oil motors, but he was glad to see that the reader of
the paper appeared to be of opinion that the last word had not
yet oeen said with regard to steam. Mr. Thornycroft's steam-
vau, and Mr. Holt's steam-carriage were illustrations. He did
not consider that the flashing of water into steam was a very
nice way of doing the work. It did not follow because you used
water that you need carry several hundredweight of it ; and, he
might remark, that whether it were in a boiler or in a tank it
weighed exactly the same. It was only the initial low-water
level in the boiler which was extra, and the boiler need not be
very heavy. With regard to reversing gear, Mr. Hancock, who
was roost successful in the use of road locomotion 60 years ago,
told him that he never would allow his carriage to be reversed
in London by the driver. The driver would only get into a
fluster and back into something, and they would have the pole
of an omnibus going through the casing of the boiler or some-
thing of the sort. All he allowed the driver to do was U> steer,
or put on the brake with his foot, or stop, and that was found
quite sufficient. If the Serpollet system used coke, he did not
understand how the fire was damped down, or how they avoided
getting too high a temperature when standiug. He could
understand that with petroleum it would be easy to prevent
that taking place. Many present were probably aware of the
arrangement of Mr. Howard, of the King and Queen Iron
Works, many years ago, in which the boilers had no water in
them, but iust enough was injected to make one stroke of the
engine, and that was repeated. There the reservoir to take up
the heat of the fire was an amalgam of lead and mercury, and
the water was injected on to a plate covered by this amalgam,
the plate being indented so as to give more surface. There was
another boiler, called the Parks boiler, very much like it. This
system was used on a steamboat which ran from London to
Ranisgate during the whole of one season ; it was applied to
a ship of war, and for years it drove the engines for the rolling
mill at the King and Queen Iron Works at Rotherhithe. He
did not know what objection there was to coke as a fuel when
properly burned. All fuel must give off carbonic acid if burned
properly, or carbonic oxide if burned impel fectly, and he did
not know that coke gave off anything else. They all knew the
difficulties with coal, but he could not speak from experience ;us
to the lighter oils. When he was putting up an engine for an
electric plaut in a house he had in the country, he was deterred
from using an oil-engine by an epigram. A friend said to him,
" Do not use that thing ; it will stink like a cat, and bark like a
dog." Not liking that prospect, he put up an ordinary steam-
engine. He did not gather how the draught was obtained in
cases where a tire was used ; as a rule it appeared to be produced
merely by the ignition of the vapour in the cylinder ; nor did
o 3
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[Dbokkbeb, 1896.
he gather how the noise of the exhaust was got rid of. Some
years ago he was much interested in an endeavour to introduce
in London tramcars worked by compressed air, as they had been
worked now for 1!> years in France. They had to get rid of the
noise of the exhaust air, and after trying many costly things, he
at last thought of something very simple. He took an old
hamper, doubled it up, and broke it, and put it in a case, and
then turned the exhaust air into that, and the twigs of the
hamper so bothered the compressed air, that they never heard
any more of the noise. A similar kind of device was used with
gas-engines. He did not quite understand one of the boilers
which had been described as having a high-water pressure, and
low-steam pressure. Perhaps Mr. Beaumont would explain it
Mr. Beaumont said there was a reducing valve between
two parts of the boiler. The part containing the water
was constructed of tubes, and the water in those tubes was
carried very much in the same way as it was in the Perkins
hot-water heating apparatus, from that the water was taken
through a reducing valve, and converted into steam.
The Chairman said he was surprised to hear that pneumatic
tyres would stand the wear incident to traction wheels. He
remembered Mr. Hancock telling him that he had much less
trouble with the wear of his engines and boilers than with
the wear of his tyres. If pneumatic tyres by reason of their
pneumaticity (so to say) were capable of getting over that
trouble, it would be a very important matter. He often thought
that if he were a man of wealth and leisure, he should like to
make a servile copy of one of Hancock's steam-omnibuses, and
put it to work, as the original did, between Paddiugtou and the
Bank, and then ask the present generation of engineers to try
and improve upon it.
Mr. Walter Hancock said no one was more surprised and
delighted that so much had been done with petroleum motors,
but at tin same time the advantages of steam were so thoroughly
worked into his whole thoughts, that he could uot but think
that there was a good deal to be done yet by the steam-engine,
when the attention of the engineers of the present day was
directed to the problem of road locomotion. Going back to the
time when his uncle first worked at steam -carriages, and com-
paring the steam-engiue of those days with those of the present
— considering the form of the slide-valve, which then had none
of the advantages of lap and lead — which had produced such an
economy in working, and thinking also of the change introduced
by the link gear by which the expansion was now controlled,
and, therefore, the consumption of steam according to the
varying load, it might be safely said that the little van described
by the author was one which pointed very strongly to the
advantage to be gained by the use of steam. The engines in
that van were little more than toys : the cylinders were only
2 inches and 4 inches, in fact, he thought it carried economy of
engine-power to exception. If the cylinders had been 2\ inches
by 5 inches he thought it would have been a most economical
machine for traction on roads. As it was it, it would carry
something like a ton. He hoped the engineers of to-day would
devote their skill and energy to this question, and adopt all the
impre\ ements of the modern steam-engine to road motors,
and then he believed steam would hold its own for both economy
and comfort.
Mr. A. K. Sennett, referring to the Chairman's remark that
he regretted that his experience went back 60 years, said he
was inclined to think that he would rather have lived 60 years
ago, for that was evidently an engineering epoch. Then a man
who wanted a machine went to an engineer, whereas now he
went to a company promoter. He had had some experience of
the Serpollet boiler, and that afternoon had run some 30 miles
with a carriage constructed by that inventor. With regard to
the damping down of the fires where coke was used, there was
no precaution taken, except that the ashpit door was opened
towards the front of the carriage only. The blast up through
the bars due to the motion of the carriage was all that was
required. He had slightly altered M. Serpollet's arrangement
by putting a hopper in front at an angle of 30° from the
horizontal downwards ; if anything, that acted rather too well,
and all that afternoon they had rather too much steam. It now
only required to be fitted with a butterfly- valve damper to be
under perfect control He understood the author to intimate
that the reserve of therma energy in the Serpollet tubes was a
matter of seconds — that it was soon exhausted. He would wish
to emphasise the fact that the draught upon this reserve was
made concurrently with the normal steaming of the boiler. It
was far more than a matter of seconds, and its utility was of the
greatest importance. That afternoon he drove from Worthing
to Horsham— not the most level of roads — but though the
carriage was provided with a hill-climbing speed and a high
speed, they never put on the hill-olimbing speed the wholn
time, and never saw any visible steam, even on the longest hill.
His experience was that by putting on the slow speed you made
such a vast number more revolutions in climbing a hill, and
before you got to the top of it, if it took more than (say)
10 minutes, the superheating became ineffective, and you got
visible steam, which was forbidden by the Act. It was curious
in what a Blipshod way the French carriages were put together ;
the syphou tubes outside the boiler were not protected in any
way, and while the boiler tubes were at such a high temperature,
immediately outside there was a rush of cold air. The same
with the cylinders ; they were not lagged in any way, and
were placed in such a position as to catch all the grit and dirt.
It was really wonderful how well the carriages behaved, built
in the way they were. Of course, Serpollet was not the first
to invent a flashing boiler, nor even to apply it to a carriage,
and he was inclined to think that the Serpollet system was
really an English invention. It was Jacob Perkins who taught
them to use a flashing boiler, and Mr. Loftus Perkins, who (lid
so much 'in high-pressure steam, built a little tractor, much
smaller than any that Dion and Bouton's built in Paris to-day.
It ran about London for some time, but being exiled by Act of
Parliament, went to Brussels, where it ran a considerable time ;
then the boiler was taken out and copied and put into tramcars,
and now the same system was carried, out by M. Serpollet in a
manner which did him great credit.
The Chairman said according to his recollection the Perkins'
carriage, on which he had ridden, had a boiler containing water
at high pressure — not a flashing boiler.
Mr. Sennett said he believed it was a flashing boiler. It
was a tractor with only one wheel, which was attached to a
four-wheel van. The single driving wheel was covered with
india-rubber. As the Chairman had said, a flashing boiler did
not reduce the weight ; it was heavier if anything, but the
extra weight was more than compensated for by its safety and
flexibility. The Dion and Bouton boiler required a very large
area or a very high rate of combustion, as a means of raising
steam rapidly for hill climbing, and it was a most dangerous
boiler to place in the hands of unskilled drivers. With a
tubular flashing boiler all danger was eliminated. If you had
to stop suddenly an ordinary boiler went on making steam, aud
up went the safety valve and frightened the horses. With
boilers of the Thornycroft or Yarrow type you had great power,
but there ought to be some means of arresting the combustion
or radiant heat when the carriage stopped. He should like to
know how the oil-feed in the Serpollet carriage was regulated.
In the historic Parkinson and Bateman tricycle there was a
regulating arrangement similar to one recently introduced by
Mr. Cross, consisting of a steam piston, held down by a strong
spring, so that directly the steam rose above a certain pressure
the spring compressed, and the different jets were automatically
shut down. He found nothing at all objectionable in coke,
wliich was a much cleaner fuel than petroleum. They never
put any coke on the fire ; it was put in a hopper, and the
shaking of the carriage shook it down. That afternoon they
had rather less than one sack of coke put into the hopper at
Worthing, and as a precaution about one quarter of a sack more
was put on the front of the carriage. They ran the 25 miles
iuto Horsliam with the use of about three parts of a sack. It
was, of course, very unscientific to use petroleum or liquid fuel
for a steam engine, because a steam-engine was a heat engiue
of low efficiency ; whereas an internal combustion engiue was
one of high efficiency ; but, nevertheless, the ease of manipula-
tion, the simplicity, and the much-to-be-desired flexibility of
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power was ho great iu the case of steam, that now English
engineers had a. chance of working at it he thought they wouM
put a different complexion on the matter. Iu reply to a
question from Mr. Beaumont, he said he believed the carriage
he had beeu describing weighed about 24 cwt, but he had not
weighed it.
Mr. S. H. Tbbuv said he was very glad to hear from so high
an authority as the Chairman that steam was not dead yet, and
he gathered that Mr. Beaumont also thought it had yet a future
before it. He had brought with him some photographs, which
perhaps might be thrown on the screen, of a once well-known
steam carriage, called the "Fly-by -Night," built some years ago
by Messrs. Carrett and Marshall for Sir Titus Salt, which
afterwards became the property of Mr. Des Vigne, who was
present, and, he hoped, would say something about it. It rau
a great many thousand miles, bat, unfortunately, owing to
difficulties raised by the local authorities, its career came to
an end.
The photographs having been shown,
Mr. Dbs Vio-ne said the " Fly-by-Night " had many points
of interest, even at the present day. When first constructed
from the design of Mr. George Salt it was not by any means
perfect. The steering gear was not first rate, and it did not go
round corners well. It had, perhaps, the first example of the
" Jack-in-the-Box " compensating gear of bevelled wheels and
hollow shaft. Then they could not keep steam ; and after
trying several sorts of feed water-heaters, they at last put some
banging tubes in the smoke box of a peculiar construction, by
which they got the water into the boiler rather above boiling
point, and that acted very well. There was also an expansion
gear, which saved a lot of water, and seemed to do almost as
well as a compound- engine. They could not use it except on a
fairly level road, for when going up-hill, or over rough stones,
the consumption of water went up rapidly. It weighed about
6 tons, and of course that wanted a lot of propelling ; still they
went up Chatham Hill with it all right. Mr. Aveling, who was
present, said it carried too much steam, and that the pressure
(150 pounds) was too high. However, when they had the
expansion gear on, they put on another 30 lbs., and* it stood it
all right. When the Act was passed, the engine could no
longer run ; the engines were put into a steamboat, and the
wheels were sold, but he still had some of the parts.
Mr. Terry then showed a photograph of another steam-
carriage now being constructed at Teddington, by Messrs. Des
Vignes and Co., with vertical tube boilers, the engines being
entirely self-lubricatiug. He did not think any passenger
would know there was an engine on board, which was not a
common feature in motors. He did not want to disparage oil
motors, for he thought the builders of them had taught them all
some useful lessons, one of the principal being that they must
keep down the weight. The " Fly-by-Night " was very heavy,
but the one of which he had shown the photograph was not so
heavy as it looked. The points required were strength and
rigidity, with great elasticity l>etween the road and the pas-
sengers, and even the engines, for yon did not want the engine
to receive violent shocks from the road, so that he thought they
must employ some form of india-rubber tyre.
The Chaibman . having proposed a vote of thanks to Mr.
Beaumont, which was carried unanimously,
Mr. Beaumont, in reply, said the recent development in these
carriages were necessarily matters of detail, aud those who were
engaged in perfecting them were not disposed to say much
about them. In many cases, although he knew what was going
on, he was not at liberty to publish the information. The
value of the Serpollet flashing boiler lay in the fact that it was
constructed of tubes, which were perfectly happy whether they
had water in them or not. They were of considerable thickness,
and being surrounded by cast-iron, might remain safely exposed
to the heat of the furnace, much of the heat Wing accumulated
iu the mass of metal. The advantage was that when steam was
not required, it was not being made, and uo risk was being run
of a sudden pop of the safety-valve. No doubt the tubes would
gradually burn away, but that process would be very slow, and
of little importance compared to the advantages secured, of
generating steam only when required, and of having a l>oiler which
anybody could use, and hardly know it was there. Iu reply to
a question by the Chairman, he said he did not know what tem-
perature the tubes reached, or whether the water in those very
small tubas got at all into the spheroidal condition. The noise
of the exhaust was prevented in some cases by passing it into
the furnace, and out with the products of combustion. Pneu-
matic tyres had been used for a long time for traction purposes,
but not for the heavier work, and for that further experience
was required. The Perkins tractor he had described in his
lectures last December. It had a Perkins boiler — not a flashing
boiler — aud was a single-wheeled engine attached to a four-
wheel van. The Dion boiler was open to the objection that
there was a certain quantity of water on which the lire still
acted when the carriage stopped, and, therefore, steam was
still generated. No one had a higher appreciation of the work
done by Hancock, not only as regards actual achievement, but
as indicating what might be done at the present time, and
he wished that work was more studied. In the Time* of that
day there was a paragraph calling attention to the successful
working of a coach built by Ogle and Summers, which rau
from Oxford to Birmingham about 64 years ago. If they
could do that with a steam-engine, and if Hancock did it
continuously, as we know he did 60 years ago, surely those
going into the question now would do well to study their work,
and not throw away the advantage of the experience then
tained. In those days the coaches or vehicles were much
eavier than now, and the weight of the l>oiler and engine
was, therefore, less in proportion to the total weight than in
the small light vehicles now aimed at, aud of course this
introduced new conditions which had to be met. Still there
was too much inclination to go to work without taking account
of former experience. The carriage described by Mr. De
Vigne was really only an engine and boiler on wheels, with
a seat or two put upon it. It would not do now to build a
vehicle weighing 2J tons to carry four jieople.
PUBLIC ADDRESSES ON AUTO-
MOTORS.
Mr. Shrapnell Smith at Liverpool.
In connection with the series of Corporation Free Lectures at
the Picton Hall, an interesting paper was delivered on the
17th ult. by Mr. E. Shrapnell Smith, hon. local secretary of the
Self-Propelled Traffic Association, upon the subject of "Horseless
Carriages : their Past, Present, and Future." Mr. Isaac Turner
E resided over a crowdtd audience. After reviewing the early
istory and development of horseless carriages, the lecturer
I pioceeded to describe the latest machines, and introduced his
audience,' by means of the limelight, to the various French
motor-cars, to the Serpollet car (weight, 3 J cwts. ; cost, £lii(i),
the Beeston-H umber mo tor- tricycle (weight, 120 lbs. ; price,
£50), the Peunington niotor>bicyc!e (50 lbs. ; price, A'50), and
other machines. Discussing the suitability of steam, oil, and
electricity as motive power, lie said that steam had the advantage
of having no smell or vibration and great flexibility— that is,
high maximum horse-power iu order to admit of the negotiation
of hills ; that oil-motors were noisy, gave consideiable smell,
always vibrattd when going slowly, and were troublesome to
manage ; and that electricity was the cleanest and easiest to
manage but most expensive. Comparing the cost of winking, a
steam motor-car of the Serpollet type would run NO miles in
111 hours at a cost of 2*. (id., an oil-motor for :!.». 4/., and an
1 electric- car for 4.i. Hj., taking the cost of electricity at I.1.'/. |>< •■■
! Board of Trade unit. The initial cost was heavy, lint he liiokid
for a gieat i eduction in the near futuie, and was confident thai
English engineers would do for motor-cars what they had done
for bicycles and railway-engines. He anticipated great popularity
1 for the motor-cars for touring purposes, and mentioned that four
is 1
• >
>♦'»»'»
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL [Dkcbmbbb, 1896.
friends might tour to Llandudno at a cost for travelling of 3*.
The use of mechanical power would lessen the cost of repairing
roads, as 60 per cent, of the wear and tear is caused by the
horses' hoofs. A demonstration would be held in Liverpool in
about two mouths' time, when it was hoped that specimens of
the most practical machines at present made would be seen.
pROFfiSSOU W. H. WATKINSOX AT GLASGOW.
A paper on " The Mechiiuical Propulsion of Tramway Cars "
was read on the 18th nit to the members of the Glasgow
Philosophical Society by Professor W. H. Watkinson, of the
(Glasgow and West of Scotland Technical College. Dr. Eben.
Duncan, President of the Society, occupied the chair, and
there was a large attendance, which included several members
of the Corporation and a number of civic officials.
Professor Watkinson said he had made a special study of the
subject during the past 12 years. There had teen until recently
no pronounced demand in this country for rapid street transit, and
on this account comparatively few of their engineers had devoted
much attention to this department of engineering, which, owing
to recent legisUtion, promised to become in the near future one
of our greatest industries. The great benefits to be derived
from rapid street transit were now recognised, and the loss to a
city like Glasgow through the lack of it, being* seen to be
enormous, the public would not long tolerate our present slow
and cruel system of horse traction. After reviewing from an
engineering standpoint the merits and prospects of the more
common systems of rapid street transit— steam engines, com-
pressed air motors, gas engines, oil engines, underground cable,
and electric motors — the lecturer showed that recent develop-
ments in the knowledge of the principles underlying the design
and construction of light engines and boilers had rendered it
possible for any of these motors to be successfully and efficiently
applied to the propulsion of tramway cars. He gave the
preference to gas and oil engines as being the most likely to
satisfy all the requirements of a large city. The cable system
was the most economical of all when the traffic was very heavy,
and he suggested a method of surmounting the principal
difficulty in connection with this system — the extension of it to
other districts after the plant had been laid down. For com-
paratively light traffic distribute! over a large area, the
electrical overhead trolley system was at present by far the
most successful. In Glasgow it was abs>lutely necessary either
to spend a large sum on increased stable accommodation and
other matters, or to adopt at once mechanical propulsion, and it
would probably be best to adopt the electrical method, although
it was almost certaiu that the present overhead system and the
present type of motors would be obsolete and so have to be
replaced within' a very few years. It would also bs well to
equip, say, the Whiteinch and Dalmarnock sections with cars
propelled by gas engines. The outlay involved in the adoption
of this would be comparatively small, and cars of this type were
working very successfully at Blackpool and other places. The
lecture was illustrated with lantern views.
Urge cities were noise and dirt, and the modification, if not the
entire removal, of these nuisances, largely due to the horse, was
a strong argument for the introduction of motor-carriages.
After discussing the arguments for and against steam, oil, and
electricity — the latter the perfect motive power for self-propel-
ling vehicles, except with regard to cost —he urged the claims
of the hot-air engine, which possessed all the conditions of
success, and all the advantages of both steam and oil and some of
those of electricity. He was strongly of opinion that ';he hot-
air system offered a good field for inventors in the perfecting of
effective and ecr.^nncal motors. The lecture was illustrated by
a number of limelight views.
Mb. G. P. TiIompsox at Liverpool.
"Self-propelling Vehicles" was the title of a lecture delivered
on the 23rd ult. by Mr. G. F. Thoni[>son, at the Royal Institution,
before the Liverpool Polytechnic Society. After tracing the
development of the self-propelling vehicle, the lecturer referred
to the absence from the market of motor-cars of English design
and. make— a deficiency which, he thought, would soon be filled.
Ctuupaiiug the advantages and deficiencies of the horse and the
motor, he said the horse adapted itself to greatly varying con-
ditions without much guidance or assistance from its driver,
while the mechanical carriage depended upon its manoeuvring
facilities and the skill and presence of mind of the driver. The
motor had the advantage of having no vitality to tire or ailments
to ontract, while its initial cost was no more than that of a
hoi-.se, and its keep less. The most objectiouable features of
MOTOR FINANCE.
— -* —
Ukdkr this heading our contemporary, The Statist, oi the 21st
ult., in the course of au analytical article on the subject, states
that the registrations as public companies of concerns tor dealing
with this new industry have not so far this year been very
numerous, and those where the capital runs into six figures are
ten in number, some of them having not yet appealed to the
public for capital. The list is as below : —
1896. £
3. in. 17. Daimler Motor Company •• . . •• 100,000
(Prospectus. February)
Miroh 24. Britannia Motor Carriage Company . . 100,000
(Prospectus, June)
A pril 21. Motor Carriage and Cycle Patents .. .. 5,000
May 6. British Horsjloss Carriage and Motor Cycle
Company .. .. .. .. .. 10
Mty 18. London Electric Onnibus Cjmpany .. 250,000
(Prospectus, May)
May 14. Grtat Horseless Carriage Company . . .. 760,000
(Prospectus, May)
May 14. Pennington Motor (Foreign Patents) Syndi-
cate 100,000
Juue 5. British Motor Carriage and Cycle Company 200,000
(Prospectus, June)
July 25. Tavenner Safety Motor Syndicate .. .. 3,000
July 25. Anglo-French Motor Carriage Company .. 300,000
(Prospectus, August)
July 31. Motor Carriage Syndicate of Australia .. 6,000
July 81. Motors 6,000
Aug. 7. Davies Motor Company . . . . . • 160,000
Aug. 13. Central London Omnibus Company . . . . 1,000
Aug. 28. Millet's Patent Motor Wheel and Cycle
Company 100,000
Sept. 29. Esson Motor Company 20,000
Oct. 5. Coventry Motor Company . . . . . . 10,000
Oct. 22. Selections 2,000
Nov. 2. Armstrong-Dove Motor Syndicate , . .. 6,000
Nov. 4. Traffic Syndicate 10,000
Nov. 6. Yeovil Motor Car and Cycle Company . . 1,000
Nov. 6. London Motor Car Works 10,000
Nov. 11. Pioneer Motor Car Syndicate .. .. 10,000
(Prospectus, November)
Nov. 12. London Electrical Cab Compiny .. .. 150,000
(Prospectus, November)
We now deal with some of the above companies in their
chronological order : —
Daimler Motor Syndicate.— This Company was formed in May,
1893, with a capital of £6,000. It acquired the goodwill of the
engineering business of P. E. Simms, aud contracts, including
the agency for selling patent rights in England of the Daimler
Motoveu Gesellschaft. The purchase consideration was £3,000
in shares, and £562 10*. 2rf. in cash. On. January 14th, 1895, all
the capital was issued, aud held by 20 shareholders. In April
following the capital was increased by £2,000 to £8,000, aud at
a meeting held December 5th, 1895, confirmed January 2nd,
1896, voluntary winding-up was determined upon. By an
agreement of October 24th, 1 895, H. J. I,awsoii acquired for
£'35,000 the busiuess of the Daimler Motor Syndicate, the
Syndicate having previously entered into a contract to purchase
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the patent rights of Daimler Motoven Gesellschaft's right for
United Kingdom and Colonies (except Canada) for £18,750.
This motor, for the patent rights of which £18,750 was paid,
seems to be the main basis of the group of companies now dealt
with.
British Motor Syndicate, Limited. — This concern was registered
November, 1895, with a capital of £150,000, which was increased
in May, 1896, to £1,000,000 in £1 shares. In the return filed
at Somerset House showing the position at April 30th, 1896,
there were, of the then £150,000 capital in £1 shares, seven
shares issued to seven subscribers £7 paid, and 135,000 shares
issued to H. J. Lawson and others " considered as paid." Many
transfers had been effected prior to the filing of this return.
There were at April 30th, 1896, in all 33 shareholders, and
amongst the principal holdings were : —
At April 30. h, Previously
1896. disposed of.
H. J. Lawson 99,801 15,200
M. T). Ruckcr 5,000 25,000
Company Registration Synthetic .. 15,000
Somers Vine .. .. .. .. 1,000 —
K. T. Hoolev ]\il 81,500
B. B. Tan Prnagh Nil 2,500
T. Robinson 1,000 —
The last three persons named appear as having acted as directors
nf the Syndicate. Two, it will be seen, did not hold shares in
April last. Various contracts at different dates had been filed
as between H. J. Lawson, as vendor, and the Syndicate.
Reference to the Daimler Motor Syndicate particulars above
mentioned shows what bad been acquired by such Syndicate,
including £18,750 paid for the Daimler patents for the United
Kingdom and Colonies (Canada excepted), and that Mr. Lawson
ljought up the business that had been conducted by the Daimler
Syndicate.
It would seem that what was represented by 135,000 shares
fully paid was as follows : —
£
La wson's payment to Daimler Motor Syndicate .. 35,000
Lawson 's payment to Baincs for rights— Katies
Pennington Motor — for patents for mixing and
volatilising gases for United Kingdom and West
Australia .. .. .. .. .. .. 35,000
Lawson's purchase of electric motor car patent . . 500
Lawson's payment for letters patent . . . . 2,000
72,500
Having got to this stage of what represents £135,000 "con-
xidered as paid," we have the feature that in July a contract was
entered into by which the British Motor Syndicate acquired
from Lawson, for 12,993 shares, rights of application for two
patents. To carry this out, in the following month the capital
of the Syndicate was raised to £1,000,000; but a resolution to
change the name Syndicate to Company was ignored by the
Somerset House authorities. Other contracts for the acquisition
of rights in consideration of fully-paid shares seem to have
since been made, as an advertisement this week refers to
£250,000 having altogether been paid for patents. The adver-
tisement referred to gives some fine illustrations of works
erected or to be erected, the owners of which have secured
licenses from the British Motor Syndicate.
Daimler Motor Company, Limited. — This undertaking was
formed to manufacture and sell the Daimler Motor in this
country. It was offered for public subscription in February,
1S96, with a capital of £100,000 in £10 shares, paying the
British Motor Syndicate for license to use patents in the
United Kingdom £40,000 in shares considered as fully paid, or
cash in lieu thereof. The return of shareholders on June 2nd,
1896, shows that apparently this Company was rushed for,
there being some 700 shareholders, and* no shares being
mentioned as having been allotted as fully paid.
O'rcat Horseless Carriage Comjuiny. — This Company was
formed in May last, with £750,000 capital, to manufacture
horseless carriages, vans, &c, but not to make motors. A con-
tract was entered into for license to use patent rights belonging
to the British Motor Syudicate. The consideration, according
; to the prospectus, was £500,000 in cash or shares, at the option
i of the vendors. Eventually, as to £250,000 the consideration
' was in fully-paid shares. So huge a sum to start a carriage-
, building business and right to pay for motors did not deter a
large section of the public from applying for shares, when the
I prospectus was issued in May last. A contract with the
Daimler Motor Company, the motor manufacturing concern,
gave the Great Horseless Carriage Company the concession of
purchasing Daimler motors at 10 per cent, less cost than any
ordinary customer. The lease of a block of 12 acres, with mill,
weaving shed, &c, at Coventry was acquired from the British
Motor Syndicate. The return filed at Somerset House in
respect of the Great Horseless Carriage Company's capital of
£750,000 shows 61,502 £10 shares issued, with 25,000 shares
" considered as paid." The Company has, approximately,
3,000 shareholders. In the return as at September 25th there
is a curious feature, that only 3,116 £10 shares (say £31,160)
stood in the name of the British Motor Syndicate. Among
other large shareholders were : —
J. H. Stunner (director) 13.980
II. J. Lawson (director) 109,920
Company Registration Syndicate .. .. .. 15,670
T. Robinson 4,870
M. D. Rucker 5,500
B. B. ran Praagh 2,600
F. Siinm 3,870
Company Registration Syndicate, Limited. — This Company,
registered in April, 1894, with a capital of £6,000 and powers
to promote companies, figures as a large shareholder in both
the British Motor Syndicate and the Great Horseless Carriage
Company. The Company Registration Syndicate at the end of
1895 had a paid-up capital of £210 15*. in respect of 1,637
shares of £1 issued, 2*. 6rf. called up on 1,630, and seven shares
fully paid. Among the shareholders figured the following : —
Shares.
T. Robinson (director of British Motor Syndicate,
Limited) 280
C. Osborn 100
H.J. Lawson 100
London Mortgage Banking Company .. .. 1,000
Traffic Syndicate, Limited, registered November 4th, 1896,
with a capital of £10,000 in £1 shares, has a contract with
London Electrical Cab Company. Some of the same seven
subscribers as of the Traffic Syndicate have figured in like
capacity, or otherwise, in what we may term the Lawson
group.
London Electrical Cab Company, Limited. — This concern
issued its prospectus last week. It is formed, with a capital
of £150,000, to acquire the sole license to work, within the
metropolitan area, patents secured from the British Motor
Syndicate, the Traffic Syndicate, Limited, receiving for such
rights 50,000 shares, or cash in lieu thereof.
Is the judgment of the House of Lords delivered on Monday,
the action of the Aberdeen District Tramway Company in
clearing away the snow from their lines so as to cause an
obstruction is a public nuisance and must be interdicted.
Perhaps the best evidence, after all, of the reality and
importance of the new movement in favour of horseless vehicles
is the substantial air of The Automotor, the new monthly
organ of automatic locomotion. The second number, published
by Messrs. F. King and Co. (Limited), St. Martin's Lane,
is a solid publication of 84 pages, full of articles on topics
directly and indirectly connected with the subject at home and
abroad, together with a large number of pictures of typical
vehicles described in detail iu the number. We need hardly
say that the number also includes an authoritative account of
the proceedings on Emanci|)ation Day, together with a report of
the dinner and speeches at the Hotel Mutrnpole. — Daily AW*.
11
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Dkoembbb, 1896.
CONTINENTAL NOTES.
Motor Omnibuses for Paris.
The Geueral Omnibus Company of Paris has published the
following' programme of a competition for designs for an auto-
mobile omnibus to replace those drawn by horses now in use.
An illustration will be forwarded by the Company to intending
'competitors as a guide to the general requirements, the omnibus
shown being' that now in use, the form of which is by preference
"to be adhered to as much as possible.
Part I. — Motor and Mechanism.
t }. t)aia. — (1) The weight of the vehicle fully loaded may be
about 6,000 kilogs. (6 tons). (2) It must be able to travel up
a slope of 65 per cent. (1 in 15) at a minimum speed of (J kiloms.
(3$ miles) per hour. (3) The dynamometric trials made by the
Company have shown that, the starting effort may be 120 kilogs.
per ton, and the average tractive force 20 kilogs. per ton. The
power of the motor and the adhesion of the driving wheels
to be adapted to these values.
2. Character of the Motor. — The motor, with its generator or
accumulator of energy, may be of any kind, provided that it
does not give off 3iuoke, steam, or objectionable odours when at
work. It must work as silently as possible. The transmission
mechanism must as completely as possible be submerged in a
permanent oil bath.
; 3. Arrangement of the Motor. — The motor, while placed so as
to be easily accessible, must be enclosed in a sheet metal case
to protect it from mud and dust.
4. Length of Run and Duration of Stoppages. — The run
may be assumed at 6 kiloms. (3| miles) and the period of
stopping at the ends of the line at six minutes each. If
accumulators are proposed, two intermediate stoppages may
be allowed for changing them, but not exceeding three minutes
each.
5. The present programme may be modified by competitors
in a,uy way that they think necessary, if the reasons for the
changes are explained.
6. The items to be submitted in competition are : — (a)
Drawing of the generator or motor ; (6) descriptive account ;
(<•) prices and conditions of construction aud delivery. The
above programme is independent of the frame of the carriage,
which forms the subject of the second, although it is desirable
that they should be considered conjointly.
Part II.— Framb wira Accessories.
1. Frame.— The framing should be of such a character as to
enable the present thirty-seat omnibus to be utilised. The total
weight should not exceed 4,000 kilogs. in running order without
passengers, distributed as follows :— (1) Body of the omnibus,
for carrying thirty passeugers, 1,000 kilogs. ; (2) allowed for
motor or generator, 1,800 kilogs. ; (3) leaving for the frame,
properly so called, 1,500 kilogs. ; total, 4,000 kilogs.
2. II heels.— In principle, driving shall be done by the hind
wheels, and steering by the front ones, although making both
axles motors would be preferable. Constructors are therefore
at liberty to adopt any system of driving, providing that the
mobility of the forward axle and facility of steering is not
.prejudiced.
3. Steering.— Special steering gear must be provided, allowing
the driver to guide the vehicle easily, which must be able to
turn in curves of 6 metres— 19^ feet— radius.
4. limkeM. — Sufficient brake power must be provided to
enable the omnibus to be slopped, when running 7$ miles an
hour, iu V metres -23 feet -on a slope of 1 in 15. Each truck
must have a brake, utilising, if possible, the motive power
in addition to. one applied by hand. Sand boxes to be
attached to driving wheels front and back, and clearing guards
to the front wheels.
5. Driver's Platform.— A platform rounded in front with a
screen overhead for sheltering the driver, to be placed in front,
with the steering wheel, brake, starting, and reversing handles,
conveniently arranged for use.
6. Bofert.— The vehicle shall be supplied with elastic buffers.
7. Suspension. — Particular care must be taken iu the suspen-
sion arrangements.
8. Modifications— Builders are at liberty to make any altera-
tions iu the present programme that they may think useful,
subject to the same being explained in their specification.
As a preliminary, it is desirable that their attention should
be confined to the omnibus carrying thirty passengers — inside
and out.
9. Items to be Submitted — Competitors are desired to submit
(a) a drawing of the carriage ; (6) a descriptive explanatory
memoir; (<:) propositions for construction, including price,
conditions, and time of delivery, &c.
The following dimensions are given in Le Genie Civil: —
Diameter of axle arms, front, 55 mm. ; back, 64 mm. ; length
of axle arms, 24 cm. ; inclination, 1 in 10 ; number of plates
in the springs over front axle, 8 ; cross spring in the front, 10 ;
over hind axle, 10 ; cross spring at back, 10 leaves ; total
length of body, 5'52 m. ; surface occupied by omnibus, 12'58
square metres ; total length over all, 7-54 m. ; width of body,
1-48 m. to 1'56 m. ; length of seat per passenger, inside, 0'48 m. ;
outside, 046 m. ; weight, empty, 1,970 kilos. ; full, 4,050 kilos.
The French Automobile Club Contest for 1897.
As briefly stated in our last issue, quite an original competition
has been decided on by the Committee of the Automobile Club
de France, and it will be invested with particular interest to
manufacturers in this country, as it is international. It is to be
decided on July 1st, 1897, and the five following days, within a
certain radius of a town situated in the neighbourhood of Paris.
Only large and heavy motor-cars will be eligible. The vehicles
entered must be able to carry at least ten persona besides the
drivers, or to convey goods weighing one ton as minimum.
They will compete as if they were on the special services for
which they have been constructed, each being provided with a
timekeeper approved by the committee. The number of the
motor-cars taking part in the contest will not be limited, but
each manufacturer can only enter one vehicle of the same type
and size, though he may send a dozen of different models and
dimensions, and try his luck with all. The entrance fee for each
car will be 200 francs up to June 1st, and double that sum after-
wards up to the 25th, inclusive, when the list will be closed.
Photographs of the vehicles entered, together with the sale price
of each, must also be forwarded before the latter date. The
total amount of ground to be got over in the six days will be
300 kilometres, divided into three series, the first consisting of
40 kilometres, with a stoppage at the end of every kilometre,
the second of 50 kilometres, with a halt at the termination of
1 every five, and the third of 60, with a stoppage at the close of
every 10. Each series will be gone over twice by every vehicle.
In the town selected as the centre of the operations a place will
be set apart for the reception of the motor-cars, and any repairs
■ that may be necessary will be effected in the presence of
members of the committee, who will also carefully -watch and
take note of the qualities of the various vehicles. Medals and
diplomas will be given to those which are found to be best
adapted to the purposes for which they have been constructed,
and an exhaustive report will be drawn tip for publication.
, In fact, this is to be a thoroughly practical competition of the
utilitarian order, under the auspices of the Automobile Club,
which is anxious to demonstrate the advantages of motor-cars,
not only for promenades, amusement, and journeys, but also for
solid and substantial work in the carriage of a number of
passengers and goods.
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December, 1896.] THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
103
NOTES OF THE MONTH.
•Ti"ST as we are going to press we hear that Mr. McKim,
of the Duryea Wagon Company, lias purchased the
rights in Messrs. Roots and Venables' patents.
At a meeting of the East Ashford Rural District
Council, Mr. Amos called attention to the fact that no
stipulation was made in the regulations laid down for the
traffic of motor-cars, compelling the drivers of such cars
to assist a restive horse past. It was resolved to write to
'he Local Government Board stating that the Council
thought it necessary that such a stipulation should be
made.
Mr. J. M. Andrew, C.C., who was one of the
occupants of the motor-cairiage which led on the return
journey from Brighton to London, writes : — " It was a
most thrilling and novel ride ; and when the course was
clear in the country roads the first and second cars
travelled at a very high speed. They ascended and
descended hills with facility, and the skill with which
thej were steered through the towns and villages,
instantly slowing or stopping, or quickening directly the
road was clear, showed that they were under perfect
control, and conclusively proved that these mechanical
marvels can be driven with safety. They caused no
inconvenience to anyono on the road, and ro accident
occurred. It was a record ride not to be forgotten, and
made memorable in the infancy of this new industry. It
may be mentioned that the cars travelled at the rate of
30 to 32 miles an hour, when the road was good and the
course clear. It was most exhilarating travelling against
the wind at 30 miles an hour, though it made breathiug
rather difficult, the sensation being similar to that
experienced when riding on a switchback railway car.''
would bo small compared with the material reduction in
the mileage cost. As for the effect on the electricity
works a charge of \\d. per unit would yield a profit of
^d. per unit, or an income of £277 Is. 8<7. on a sale of
133,000 units in the year, which would be gained without
further expenditure on the works.
We learn from Ireland that Mr. Walsh, proprietor of
the mail cars running between Sligo and Ballina, is
making inquiries with the view of placing a motor-car
on the road. We have also reason to believe that the
new mode of locomotion, thanks to the enterprise of Mr.
Manghan, may not unlikely be availed of for the busy
traffic between Ballina and Ennismore next season.
Mr. A. H. Gibbings, the electrical engineer to the
Bradford Corporation, has presented an elaborate report
recommending the adoption of electricity for the tram
system in that city. The total cost of working a 15
minutes' service on the Horton route is estimated at
9'43<f. per mile per car, and for a 10 minutes' service at
8-25d. The total capital cost for the Horton section is
placed at £18,660, of which £2,000 is for sheds and
offices, £1,600 for four cars at £400 each, and £15,060 for
rails, cables, paving, &c. The length of the Bolton section
being considerably less, the cost per mile per car is
calculated to come out at 25 per cent, more than on the
Horton section. If the two sections were worked
conjointly, the cost would probably be reduced to Sil. per
mile per car. The additional capital required for a
10 minutes' service, as against a 15 minutes' service,
The directors of Messrs. Campbells (Limited), Aberdeen,
1 have under consideration the abolition of the large
1 number of horses employed by them, and propose to
substitute automotors in their stead.
The Joint Committee of the county and burghs of
Dumfries contemplate the purchase of an automotor for
the use of their sanitary and weight inspector.
Now that everybody is talking about motor-cars, and a
wonderful vista of development is presenting itself to
the eye of the sanguine, it will interest many to learn
I that half a century back a motor-car used to run for.
J evening pleasure trips on the turnpike road from Neath
Abbey. The car was built at the then celebrated Neath
Abbey Ironworks. It was driven by steam, which was
I generated in a small vertical boiler, and carried from four
| to six passengers.
t
A oasomne inspection car for railways has been intro-
: duced in' America. It runs along the rails at a speed
of 15 miles an hour, and is very convenient. The car
j was built by the Daimler Motor Company, of the United
I States.
The motor-car as an ad/ertising medium does not find
favour with the Leeds Corporation -Carriages Committee.
At a meeting of this body a letter was read from a large
firm of cocoa manufacturers, asking to be allowed to
continue to run a motor-car along the streets of the city
as an advertising vehicle. Temporary permission to do
this had been previously granted, but the committee,
however, fearing that if such a method of advertising
were permanently allowed they would be deluged with
applications from other traders, deemed it advisable to
pass a resolution prohibiting advertising of this kind.
They have no objection, however, to the firm using the
motor-car for carrying on ordinary trade purposes.
The necessary steps preparatory to bringing the scheme
for providing the township of Bray with a system of
electric tramways connecting the main street with Bray
Head before the Privv Council have been taken.
At a recent meeting of the Sedgley District Council
the general manager of the Dudley, Sedglcy, and
Wolverhampton Tramways Company, Mr. Hatch,
attended the meeting, and gave an explanation respecting
the proposed scheme for the adoption of electric tram-
ways in South Staffordshire district, and also asked the
Council to support it. He explained that an electrical
engineer would visit the district. ■ The Council expressed
their willingness to confer with him with respect to tlio
proposal to adopt the electric mode of traction.
II 2
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THE AUTOMOTOR AND HOUSELESS VEHICLE JOURNAL. [Dscbmb*h, 1896.
The Liverpool Tramways Company arc taking the
necessary stops to obtBia powers which will enable them
to provide tho public of Liverpool with expeditious
mechanical traction on all their tramway routes. The
Parliamentary notice seems to point more especially to
electrical traction by means of overhead wires in the less
densely-populated parts of the town, and by means of
underground wires in the central districts.
At a special meeting of the Coseley District Council on
the 18th ultimo, an engineer of the British Electrical
Tractions Company attended, and stated that the Company
were entering into negotiations for revolutionising the
tramways in South Staffordshire by obtaining power to
adopt overhead electric traction in lieu of steam. It was
proposed to spend a million of money in reconstructing
and extending the tramway, and it is believed the under-
taking will prove remunerative, as by means of electricity
a 10 minutes' service can be guaranteed.
General Frost will bn one of the best allies of tho
motor-car. When during his skirmishing advance the
London streets are strewn with fallen horses, when
rervous people dare not drive, and the hearts of the
sympathetic aro wrung by the painful sights they
witness, many will gladly surrender to the motor-car,
which cannot stumble and cut its knees, or fall and have
to be shot.
TnE directors of tho Dublin and Kingstown Railway
have determined to apply for powers to use electricity
instead of stoking coal on their lino in future. Their
traffic is large and heavy, but they consider electricity
would bo cheaper for their purpose, and it seems that
trains can be more easily stopped on tho electric principle
than by the system at present in use. If (his Company
succeeds in the venture, no doubt others will l-apidly
follow in their steps, but, of cours?, in the first instance
it must be more or less experimental.
According to statistics just issued concerning the
development of electric tramways in Europe during the
past year, Germany possesses the greatest mileage of
lines ; France comes second, and England a bad third.
Of the 111 lines now in operation, it is noteworthy that
no less than 91 are worked on the trolley system — that is,
with overhead wires.
The Links and Parks Committee of the Aberdeen Town
Council have, without a dissentient, declared in favour of
electrical cars, and an effort is to be made to introdnce
them at an early date.
»
The Blackpool Town Council have at length approved
their big scheme for improving the Promenade. The
proposal is the result of a tour of the watering places in
England recently made by several members of the
Council. It provides fur a 15-feet footpath on the
easterly side, a roadway 5.3 feet wile, a iO-feet island
footway, a double line of electric tramways, and a
Promenade 42 feet wide on the outer or westerly side, the
whole width being not less than 140 feet. The estimated
cost is £300,0'. 0.
At a ratepayers' mect'ng it was, on tho 24th ult., unani-
mously resolved to adopt electric power for the Bristol
tramways. A keaa fight, however, took place over a
proposal to compel the Company which works tho lines
to obtain its current from the municipality. After a
prolonged discussion this was defeated, the supporters of
free trade in the matter gaining a decisive victory.
The Stockton Rural District Council has had before it
an application from the Middlesbrough Imperial Tram-
ways Company for permission to reconstruct the tram
lines in the Council's district (extending from Stockton
borough boundary to Norton village), and to work the
cars on the electric trolley system. The whole scheme is
to amalgamate the Middlesbrough and Stockton com-
panies, to carry the line from the terminus at Newport,
Middlesbrough, to the terminus at Thornaby, thus
making a continuous line from the Royal Exchange at
Middlesbrough to Norton Green, via Thornaby and
Stockton, and extending over a distance of about seven
miles. The Council referred the matter to a committea
for consideration.
Mr. Herkomek's great vivacity and determination to
be of artistic assistance to everybody has made him turn
his attention to the motor-car. Of course, Mr. Herkomer,
in common with nviny other people, thinks that the form
of the car is all wrong, and that the designers have failed
to grasp the fact that a horse would not finish off the
extremity of the vehicle. The master of Bushy's sugges-
tions point to a form of vehicle which would approximate
more nearly to the outline of a boat than anything else.
He would allow craftsmen to exercise their skill on the
motor-car, and secure for it a decorative appearance that
will tend to mnke the streets picturesque.
The Financial News is responsible for the statement:
thit the profits of t!ie Dunlop Company for this year
will rot only reach the £600,000 which the prospectus
stated to be probable, but that, from the orders in hand,
profits amounting to £1,250,000 are certain. Our con-
temporary adds: "It is simply stupendous." In this we
agree — but is the forecait an accurate one ?
Mr. Charles Allan, the proprietor of the omnibuses
plying between Aberdeen and Cluny, is inquiring for
motor-cars to replace his present omnibuses. The kind
of vehicle Mr. Allan requires is one that would carry
about thirty-five passengers and a reasonable weight of
luggage, and (he difficulty, if it could be called adifficulty,
would be to get a motor of sufficient power. At present
the Aberdeen and Cluny 'buses, which are of the capacity
indicated, are drawn by four horses, and Mr. Allan
calculates that the motor would require to be of 8-horse
power. Petroleum would be used for fuel. There are
some rather stiff inclines on the route, particularly in the
first five miles from Aberdeen, but it is not considered
that these would be any impediment to the traffic.
The Ealing District Council have resolved to oppose
the application of the London United Tramways Company
for power to run their lines through Ealing.
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Dkmibeb, 1896.] THE AUTOMOTOR AND HORSELESS VEHICLE JO URN AT.
10c
Mr. John Richardson, M.I.C.B., one of the managing
directors of the firm of Robey and Co., the famous
engineers of Lincoln, has been interviewed on the question
of automotors. After passing in review the past history
of the subject, and detailing some of the early experiences
of his firm in the matter, he appeared to be somewhat
dubious of rapid developments being made. His views
may be best judged by the following expression of
opinion: — "I think they would serve admirably for
distributing light goods. They could be used by com-
mercial travellers with samples, and possibly would be
useful for the conveyance of passengers in some districts
where there ara no railways. But Lord Winchilsea's
idea is absurd that automotors would answer tho
purposes of light railways for the conveyance of farm
produce. It is very unlikely that, as an article of luxury,
they will ever be used in the place of a carriage and
pair. Either petroleum or steam engines require more
attention and care than ordinary users would ever
bastow."
— ♦• —
Sir Wm. Erbol, M.P., the well-known engineer, in
addressing his constituents at South Ayrshire, said " He
looked to tho development of road locomotives or motors
to do a great deal in the way of assisting the farmer. By
their use he would be bronght into closer contact with
consuming centres, and in more remote districts with
railway stations." (A voice: "What about the horao
dealers ? ") " Well, the horse dealers could do as the rest
did. When the railways were constructed there was a
great outcry about horses being done away with altogether.
The result had been, however, that more horses had boen
used in connection with railways than had been used
before them. He thought that a similar experience would
follow the introduction of the motor-carriage."
The Edinburgh Town Council are considering the
advisability of adopting someof the more recent mechanical
motors, in view of the tramway extension to Portobello.
The Rathmines Tramway Scheme — described in a
recent issue — has been rejected by the ratepayers, aud
consequently falls through for this year.
At a meeting of the Aston Urban Council, held on the
1st inst., the Clerk announced that he had received a
communication from the City of Birmingham Tramway
Company, notifying their intention of applying to Parlia-
ment for powers to construct a tramway along Summer
Lane, up Alma Street, across High Street, Aston New-
town, down the Witton Road to Bevington Road. Mr.
Sidney Fisher asked what the motor power was to be.
The Clerk said he was not in a position to say. Mr.
Fisher : I only wanted to know, as I shall certainly oppose
tho adoption of s'-.eam. The matter was referred to the
Highway Committee.
» — -
As the local authorities object to tramways being laid
in Llandudno, the neighbouring lines intend to fill up the
gap by supplying a service of motor-carriages. The
promoters estimate that six or seven vehicles will be
sufficient at present ; but in the summer these will have
to be increased to about 40 or 50.
At a recent meeting of the Valley Bridge Sab-Com-
mittee of the Scarborough Town Council, the Committee
having considered tho question of motor-cars or light
locomotives, and other light vehicles passing over the
bridge, and tho tolls that should be taken for the same
respectively, it was resolved to recommend that appli-
cation be made to the Local Government Board by pro-
visional order to alter or amend Sections 41, 44, and 45,
and Schedule A of the Scarborough Valley Bridgo Com-
prny's Act, 1864.
— ■♦ —
Thkkk does not at. first s-igbt seem to bo any very clear
connection between horseless carriages and sparrows.
Our contemporary, Lightning, however, discussing auto-
motors, asks, " What will become of the London sparrow r"
When the nosebag has depnrted from the cab-rank and
tho ordure of the streets exists no more, his precarious
livelihood will be lost. Ho will peak ai.d pine and slowly
starve, till, faint and emaciated, be will fnl', a disap-
pointing morsel, into the claws of the London cat." 'Tis
a sorry picture, but, we hope, a too dismal on?. Tho
sparrow may he able to adapt himself to circumstances,
and cultivate some new tastes.
K. S. Ranjitsixhji is tempting Nemesis. To top the
cricket record, to have at least three pet names with the
publis, to have a clause all to himself in a New South
Wales Act of Parliament, and now to possess a motor-car,
which he has riddtn with a firm and graceful seat all the
way to Cambridge — these things are too much for one
young man in one year.
Thk Dublin Cycle and Motor-Car Exhibition is filling
up with rapid strides. The latest exhibit has been soenred
through t'uo energy of Lord Mayo, that is tho Groat
Horseless Carriage Company. They have signified their
intention of showing their latest motor-cycles, carriages,
aud the famous car that won the great motor-car race
between Paris and Brussels. Mr. R. Wilson, of Dublin,
the secretary, has been working the exhibition in London
for the past ten days, and iu every case he has met with
great courtesy and support among tho English roauu.
facturers.
»
Plans, &c, of an electric tramway for Dundalk and
Blackrock have been lodged with the local authority in
compliance with the Act of Parliament. Tho Tourist
Development Syndicate are seeking for a Provisional
Order to enable them to carry out the projected work in
conjunction with which they hope to establish a system,
of public and private electric lighting for Dundalk.
Is the course of an interview which a Daily Telegraph
correspondent recently had with Mr. Edison, the following
paragraph occurs: — " We began with the subject of the
propulsion of motor-cars. For these, at present, he con-
siders that the Lest form of motor lies between steam
and the ga; engine. Tho advantage might at any
moment chango to electricity, but such an occurrence
depended wholly upon tho discovery of some more
efficient and stablo system of storage batteries. Exces-
sive weight, euuibrousness, and other drawbacks stand
in the way of stored electricity as a ni"tive power."
H ;i
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THE AUTOMOTOlt AND HOUSELESS VEHICLE JOURNAL, [nweaim, 1896.
In our last issue we fully described the motor vehicle
run to Brighton, and have now only to briefly record the
fact that most of them returned on the day we published,
viz., the 17th ultimo. Taking advantage of some rather
wild statements which were made, the London evening
papers described in vigorous descriptive matter a wild
race which ensued on the way to the metropolis — the
carriages careering along at a mad speed of from 30 to
32 miles an hour. We understand, from one who took
part in the journey, that although a few high speeds were
undoubtedly reached for short stretches of level and
down hill roads in unfrequented places, the mean speed
was not excessive. The risk is too great, however, for
anyone to again tempt the authorities — or rather, we
should hope it is.
»
Mk. J. A. Wheelek, of Natal, is sending out to Mafeking
some motors on trial in order to test whether they can
be utilised for service in dealing with the transport of
food amon°r the natives of Rhodesia.
LAW REPORTS.
Whip-makers have been deploring the advent of the
motor-carriage, on the assumption that with its arrival
their trade would come to au untimely end. It appears,
however, that the stroet-boys of London have found out
that as there is no danger of 4< whip behind " in the new
vehicles, they can enjoy unlimited free rides without
danger. A judicious application of a few electrical
shocks when they can bo conveniently applied will soon
dissipate confidence on the part of the cockney gamius.
It is stated that at present there are in use in America
from 150 to 200 miles of strest tramway lines, the joints
of which have been all welded, either by the electrical or
tho " cast- welding " system, so that tlio rails are' actually
continuous. As to the success of this system, the
testimony is rather conflicting ; but it is obvious that tho
difficulties to be encountered are serious.
At the closo of the Aberdeen Town Council business on
the 7th iost., the members of tho Links and Parka Com-
mittee met, and appointed Councillor Wilkie (convener)
and Councillor Gray as a deputation to visit London and
report on the motor-car's in operation there.
♦
A fkivate company has been formed in Falkirk with
the object of acquiring two motor- cars, to bo used in con-
veying passengers from the Cross of Falkirk round by
Cumelon, Larbert, Stenhousemuir, Grahamslon, and tin-
versa. The shares, which tiro of £10 each, have all baen
taken up privately. The secretary of tho company has
been in communication with London to ascertain what
kind of carriages would be best adapted for the local
roads. Each is to hold from 25 to 30 people. Should
the company prove a success a third car will be purchased.
The management of the Grand Colosseum Warehouse' Com-
pany of Glasgow have put on the streets of that city a motor-
car for business purposes. It is the first of its kind to run in
Glasgow, and, so far as is known, the only one in Scotland.
The car is of French manufacture, and is driven by a Daimler
oil-motor.
Mr. H umber and the British Motor Syndicate.
Is the Chancery Division, on the 2nd inst., before Mr. Justice
Stirling, Mr. Graham Hastings, Q.C., moved, in an action
Huraber and Co., Limited, v. Thomas Humber and the British
Motor Syndicate, Limited, that Thomas Humber be restrained
by injunction, until trial or further order, from acting as a
director or other officer or servant of the defendant Syndicate,
and from being conuected with or advising or assisting in the
manufacture or sale of cycles or cycle accessories or any husiuess
cognate thereto, except on behalf of the plaintiff Company, in
breach of an agreement of January 28th, 1892, between
plaintiffs and the defendant Thomas Humber ; and that the
Syndicate be restrained from employing the defendant Humber
as a director or other officer, and from representing by adver-
tisement or otherwise, that he was a director. There being no
appearance for the defendants, his lordship granted the injunc-
tion over Friday ; but, soon after, Mr. Butcher appeared for the
Syndicate, aud asked and obtained leave to re-open the matter
later in the day.
Just before four o'clock, Mr. Butcher again mentioned the
case. He said his clients had not been able to communicate
with Mr. Humber, who was, he believed, at Nottingham. He
was, therefore, not in a position to argue why the injunction
should not be made ; but he understood there were negotiations
between the plaintiffs and defendants as to bringing the matter
to a conclusion. Unless some such settlement could be arrived
at, he took it that his lordship would continue the injunction ;
but he would ask that it should only be until Thursday, by
which time he hoped to have instructions from Mr. Humber.
Mr. Hastings said that the only injunction he had obtained
was to restrain the defendant from acting as a director of the
defendant C mipany till over Friday ; and if Mr. Humber was
at Nottingham the injunction over Friday would not incon-
venience him much.
Mr. Butcher said that there might be a board meeting on
Thursday, which he might desire to attend.
His lordship said that the motion had been brought on upon
short notice.
Mr. Hastings' clients at this stage entered the court, aud it
was ascertained that au arrangement had been come to between
the parties, that nothing should be done till over Friday, the
defendant Company undertaking to pay the solicitors aud clients'
costs of yesterday's proceedings.
On this undertaking, the matter stood over until the following
Friday, without any injunction. On that day, when the matter
came on, Mr. Graham Hastings, Q.C., for the plaintiffs, stated
that the parties had come to terms ; and Mr. Butcher, f'.r the
defendants, said that the passing difficulties had been arranged
to the entire satisfaction of all parties. In these circumstances,
his lordship, by consent, made an order staying a'l further
proceedings in the action.
Alleged Infringement of a Patent.
The Pneumatic Tyre Company (Limited) v. the E;ist London
Rubber Company was an action for au injunction and an inquiry
for damages in respect of an alleged infringement by the
defendants of the plaintiffs' patent (No. 14,503 of the year
181)0), the invention of Mr. Charles Kingston Welch, for im-
provements in rubber tyres and metal rims or felloes of wheels
for cvcles ami other light vehicles. Tho hearing of the case
occupied the Court for several days, and at the conclusion his
Lordship reserved judgment.
Mr. Moulton, QC, Mr. Roger Wallace, Q.C., Mr. J. C.
Graham, aud Mr. A. J. Walter appeared for the plaintiffs ;
Mr. Boustield, (j.C, Mr. Terrell, Q.C., Mr. C. E. Jenkins, and
Mr. Munus for the defendants ; and Mr. Micklem and Mr. W. E.
Hume Williams held watching briefs for the defendants in other
actions.
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Mr. Justice Romer, in giving judgment on the 8th iust, said
that he had come to the conclusion that the patent was valid ;
but as the case was one of considerable importance, he would
give his reasons for arriving at this conclusion at length.
He went in detail through the points of disconformity between
the provisional and the complete specification, and decided that
there was no such difference between them as to invalidate
the patent. This matter of disconformity between the two
specifications had been the principal thing contended for by
the defendants. The patentees, in drawing up the complete
>[<eci<ieation, had not gone beyond the limits allowed to the
|atentees under the circumstances. His Lordship having dis-
posed of other points which had beeu raised on the part of
the defendants, said that his holding was that infringements
having baen proved the plaintiffs were entitled to the usual
relief, and he granted an injunction against the defendants, an
inquiry as to damages, aud an order to pay costs ; but on the
application of the defendants he stayed execution conditionally
upon an appeal being forthwith entered.
Judgment for the appellants.
Damages against Motor-Carriage Owners.
Before Judge Shand and a jury, at Liverpool County Court,
on the 7th inst., John M. Sutherland, hay and straw dealer,
claimed damages from the North of England Horseless Carriage
C'jaijMiiy, for injury caused to his pony and trap in consequence
of the former hiving been frightened by a motor-car belonging
to defendants. The plaintiff stated that the motor-car made a
loud noise resembling the sound produced by a threshing
machine, and it so frightened his pony that it bolted and
ollided with a van. The jury found for the plaintiff, and
a vanled him £12 10.*. The owner of the van also brought an
action against the Company, aud he was awarded £5.
BUSINESS NOTES.
Tub Drake Motor. — The Drake patent motor, which will
shortly be put on the market, is suitable for carriages, omnibuses,
and vaus of every description. A carriage may be seeu at work
in the course of a few weeks at Mr. W. Drake's private resi-
dence, South Road House, South Road, Clapham Park. The
works, pro tern , are situate at 64, Westbourne Grove, W.
O.ve of the first charging stations put down in England for the
direct purposed of charging accumulators for electric motor-cars
lias just been completed at the White Hart Hotel, Reigate, by
Mr. W. R. Wakley, the chief engineer of Maple and Co., the
well-known Tottenham Court Road firm The dynamo is by
John Turner and Sons, Denton, and the whole of the plant is of
a high class.
♦
Motor Awards of Merit. — The following notice was, with
many others, crowded out of our last issue : — In connection with
the exhibition of motor carriages at the Crystal Palace awards
have been made as under : Diploma for gold medal— C. C.
Bm Tell and Sons, for light compound traction-engine ; Emile
Delahaye, for benzoliue-carriage ; Mons. Scipollet, for steam-
carriage ; the Steam Carriage and Wagon Company, for steain-
vau. Diploma for silver medal — Socicte Franco-Beige, for
steam-brake ; L'Hollier, Gascoigue, and Co., for benzoliue-
carriages. ■ Diploma for bronze medal — Arnold's Motor Carriage
('oinpany, for lienzoline-carriage. The report by the jurors is
signed by W. Worby Beaumont, M.T.C.E., Walter Hancock,
M.I.E.E., H. A. O. Mackenzie, .C.E., and Alf. R. Senuett,
A.M.I.C.E, Hon. Executive Commissioner. "Although none
of the vehicles exhibited approached that degree of perfection
which would place them beyond adverse criticism, ' the jurors
consider the prospects of benzoliue motor-carts hopeful, and of
steam motor-carts more hopeful. As to electric- carts, "the
jurors considered it matter for regret that no electrically-
propelled vehicle had been submitted for trial."
Southampton and Motor-Carriage Building. — Acting in
conjunction with a patentee who lives at a distance, but whose
special type of steam launches is well known in Southampton
Water, Messrs. Andrews, Brothers, of the Above Bar Carriage
Manufactory, have now in hand the construction of a motor-car,
which, whilst designed in strict accordance with the regulation*
of the Board of Trade, presents many features distinguishing it.
from any such conveyance yet built. It is intended for the
carriage of goods, and will be fitted with a powerful motor. Oil
will supply the motive power, but it is claimed that the method
of its application in this instance will be free from the disad-
vantages observable in other eases, whilst the car will be capable
of propulsion either backwards or forwards. The large capacity
of the car will, it is thought, render it of great service for com*
mercial purposes.
***0S+*0**S***m**+**U****U***-
MOTOR-CAR REGULATIONS
SCOTLAND.
FOR
M r. Cyril D. Wake, of Kimberlry, bus arranged jointly with
Mr. Julius Harvey, of 11, (Jueen Victoria Street, Loudon, a
motor-carriage agency for South Africa.
Lord Balfour, Secretary for Scotland, has issued regulations;
applicable to Scotland, under the Locomotives on Highways
Act, 189(5, with respect to the use of light locomotives on high-
ways and their construction, and the conditions under which
they may be used.
Article 4 of the regulations states that a person driving or
in charge of a light locomotive when used on the highway,
"shall not, under any circumstances, drive the light locomotive
at a greater 8]>eed than ten miles an hour. If the weight
unladen of the light locomotive is one ton and a half, and does
not exceed two tons, he shall not drive the same at a greater
speed than eight miles an hour, or if such weight exceeds two
tons at a greater speed than five miles an hour. Provided that
whatever may be the weight of the light locomotive, if it is
used on any highway to draw any vehicle he shall not, under
any circumstances, drive it at a greater speed than six miles an
hour. Provided also, that this regulation shall only have effect
during six months from the date hereof, and hereafter until the
Secretary for Scotland otherwise directs."
OUR HORSE POPULATION.
— ♦ —
Tue inauguration of the new era in locomotion leuds special
interest to the live stock statistics contained in the latest returns
issued by the Board of Agriculture. Farmers have betn
encouraged to devote a share of their attention and capital to
horse-rearing, and the money which used to be wasted on
Queen's Piatt s is now in fact as well as in name expended in
promoting the improvement of the breed of horses. The change,
however, does not seem to have been productive of any markxl
result. In 1805 there were in the United Kingdom 2,112,207
agricultural horses of one kind or another, including unbroken
animals and brood mares. In 1806 the total was 2,Uf>,.r>17, or
only 3,330 in exct ss of the previous year. A growth in the stuck
of brood mares, however, seems to indicate that an extension of
the horse-breeding industry was in progress. The figures for
the four countries com|>osing the union are as follows:
England, 1,100,038 horses of all descriptions, against 1,18-1,717
last year; Wales. 15 ">,!'''•>, against 153,1.">8; Scotland, 2i't;.">.'>),
against 207,323; Ileland, :>53,320, against .".7,130. Scotland
and Ireland, it will be seen, show decreases. It is in England
and Wales that the development in horse-breeding has taken
lilace.
II 1
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Decbhbm, 1896.
NOTICES.
Contributions and arti.les likely to prove of interest to our readers
trill receive due attention, but in all cases the name and address of the
writer must be given, not necessarily for publication.
All matter intended for publication should reach us not later than
the 10th of each month. Stamped envelope must be sent if the minu
script is required to be returned.
All Advertisements should be sent to the Advertising Department,
V. Kiho and Co., Limited, 02, St. Martin's Lane, London, W.C.,
where A dver tiling Rates may be had on application.
The Annual Subscription is 7s., including prepaid postage to any
part of the world.
Cheques and Post Office Orders should be mide payable to F. Kino
AMD Co., Limited, and crossed London aid County Bank; otherwise
no responsibi'ily will be accepted.
Tick Actomotou and Horseless Vehicle Jodbxal can be
obtained through Messes. W. H. Smith and Son, and at Wuliso
AND Co.'s bookstalls.
When any difficulty is experienced in procuring the Journal from
local mewsvendors, intending subscribers can obtain each issue direct
fpam the Publishing Office, by filling up and forwarding, with
remittance, the Subscription Form accompanying the Paper.
The Automotor and Horseless Vehicle
Journal.
h RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
DECEMBER 16th, 1896.
ANSWERS TO CORRESPONDENTS.
J. E. P. (Wolverhampton). — In all cases where applications are
withdrawn before allotment the directors are bound to
refund the money sent. After allotment a contract exists
between the Company and the applicants, which, speaking
generally, can only be dissolved by an action at law, when
substantial misrepresentation must be proved.
S. A. (Toronto). — We will send the specification as you are so
exceptionally situated.
I. Zin'oari (Leeds). — Impossible ; it is highly imflammable and
dangerous, even at ordinary temperatures. Its use is pro-
hibited in this couttry, except under almost impossible
conditions.
Kemvale (Manchester).— (1) No. (2) We have inquired at
the address given, but without any satisfactory result.
J. W. (Ebberston Lodge, York). — Thanks for your suggestion;
which shall be carried out in an early issue.
Moore (Camberwell). — The publisher will attend to your
request.
J. Djuqlas (Liverpool).— Write to Mr. Shrapnell Smith, Royal
Exchange, Liverpool. He will give you every information.
Butcher's Cart (Darlington).— Our advice is to wait a little.
Prices will be fixed shortly. You will find the addresses
of agents in our advertisement columns.
Jambs G. (Bedford). —The local authorities have only the
power to make recommendations — the regulations are,
thank goodness, only issued by the Central Board.
P. G. (Fa vers ham). — We cannot reply to such communications
by post. The matter is one for a patent agent ; the infor-
mation sent is too meagre to enabls us to advise off-hand,
and you cau hardly expect us to finish vour vaporiser for
you, and then experiment. We have returned it to your
order.
Htdro-Carbon (Portsea). —Write to Mr. Dugald Clerk,
Chancery Lane, London, He can— and may— givo vou the
information,
J. Johnson (Cardiff). — Always glad to consider any communi-
cation on special subjects, but cannot make any more
permanent additions at present.
Peter M. (Fulham).— We have sent you the photos for use at
your meeting. Return when done with.
Fair" Maid of Kent. — Why not have the common courage to
sign your name and give your address when writing a
scurrilous attack upon one of your neighbours ? The
anonymous libeller is beneath contempt, and your letter
— carefully type-written to avoid ri*k— hits gone into the
waste-paper basket.
EnNEST S. (Wolverhampton). — Do not pay the premium. Mush-
room establishments for the sole purpose of obtainiug
apprentices to the new industry are growing up in several
directions. The advertiser is a fraud.
Antiquity (Belfast). — Thanks; but we are looking foiward,
and prefer to leave all but the most interesting of the old
types buried in the ancient volumes you possess.
Patentee (London). — The statement is obviously incorrect.
Motok (Brixton).— As it is an old Company there would not
be any stat itory meeting ; that was held long ago.
W. Wvnstanley (Plymouth). — You would find it difficult to
get on without a properly -drawn partnership deed. Printed
forms are cheap but nasty ; consult a respectable local
solicitor. ' The costs will not be great, and you will save
both worry and exjwnse in the end.
Alter Ego (Devon).— Respect the rights of the other man-
while maintaining your own.
W. Giffard (Salfonl).— Your best course would be to write to
one or other of the agencies advertised in our column.!.
H. J. Stevens (Salisbury). -The time occupied would be about
three-quarters of an hour (rather less in your district) ;
weight about 15 cwt. For other particulars you had— r
only for the sake of comparison — better write to some of
our advertisers. We could ouly give you an approximate
idea of the cost.
*k* Although this issue is mainly printed in comparatively
small type, extreme pressure on our s/nice causes us to omit or red-urn
many ittmt which hare been sent for publication. Several letters
from correspondents, reports of meetings, and interesting articles
hare had in consequence to be either condensed, held over, or — where
the matter was only of current importance — hopelessly crowJtd
out. We are taking slept which will, we hope, obviate this necessity
1 in the immediate future.
THE BRITISH MOTOR SYNDICATE (LIMITED).
A Discreditable Prospectus.
__♦ — .
The promoters of public companies often — in fact, despit 3
the unsavoury disclosures which at times take place as
to their doings, we think we may replaco the word
•' often " by "mostly" — do good service by bringing
investments before the public in such a shape that the
large mass of unemployed capital in this country may bj
beneficially used in developing some new industry or
discovery to the general benefit of the community. No
one has a right to complain that promoters occasionally
make largo profits, for they always run considerably
risks. Again, too, if they make mistakes, and the
reports of experts are not fulfilled, all but the investors
in the particular company which has been unsuccessful
are, as a rule, charitable enough to condone the failure
with the remark that " those who seek for high dividends,
must be prepared to risk the losses."
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
109
All this — and even more — we are prepared to advance
in the promoter's favour; bat when a prospectus is issued
teeming with mis-statements, bolstered up with asser-
tions which arc only ma'de tenable for the moment by
a deliberate suppression of facts — and when, too, the sums
sought to be extracted from the pockets of investors
amount to no less than three millions sterling, the mildest
term which can be applied to those who have concocted
such a document is that they have been guilty of dis-
creditable conduct.
The British Motor Syndicate (Limited) was registered
about 12 months ago with a capital of £150,000 — out of
■which no less than 135,000 shares were issued as fully
paid. This capital was afterwards — as shown in another
column — raised, by the simple expedient of a resolution,
to a nominal capital of £1,000,000. As we have not
seen the memorandum of association of this Syndicate,
we cannot speak positively of its objects ; but we know
from the public actions aud expressions of those connected
with it, that they made a show of purchasing a monopoly
of all the patents connected with motor-carriage work,
and of exploiting the new Act of Parliament for their
own advantage. They undoubtedly acquired many
patents — the approximate value of which we will
presently deal with — and with the assistance of the
splendidly-boomed trip to Brighton, they centred uni-
versal attention upon the industry in which we are
interested.
For their energy a ad enterprise the shareholders in the
British Motor Syndicate are entitled to all the profits they
can legitimately make. One of the first statements
made in the prospsctus is that the shares are freely dealt
in at £3, and that— to quote from another page — " THE
EXCITEMENT (sic) in the share market, the immense
premiums now being realised, and enormous dividends
paid in kindred industries, sufficiently indicate what the
immediate future of the Company is likely to become."
This is a deliberate mis-statement ; the shares in motor-
carriage companies are almost unsaleable on the Stock
Exchange, and a member of the Committee advises us
that he doe? not know a single jobber who makes a " book "
in them. Let that bo as it may. We would ask one
pertinent question, viz., does any sane man imagine that
if the shares of the Syndicate were being freely dealt in
at £3 — or. in fact, at any reasonable sum — those con-
nected with it would spend tans of thousands of pounds
in advertising a prospectus to sail thorn at that price,
when they could dispose of them on the Stock Exchange
by merely paying brokerage to a member.
We next come to a line setting out " SUCCESS
CERTAIN. BUSINESS HOUSES DECIDE." The names
of some half-dozen of the most noted advertising drapery
houses are set out as having orderod vans. We know
why. Not because they are convinced that the Syndi-
cate's carriages are the best, but because they naturally
desire publicity for their wares. They buy " living
pictures" with the same objects. This argument, as
an inducement to invest nny part of the £3,000,0)0 asked
for, may be disraissad with the contempt it deserves.
In the next place wo are favoured with aa abbreviated
list of patentees, and the chief names which would weigh
with an investor in this country are those of our con-
temporary the Engineer and the well-known firm of
Crossley Brothers, of Manchester, ostentatiously set out
as the makers of the '' Otto " Gas Engine. Necd'ess to
state, both of th23e, in a prompt and contemptuous
manner, repudiated the slightest oonnoction with such
a misleading document.
With the directorate we have little to do. We may
take it that, as a goner.il rule, they have their own
private ends to serve. We regret, however, to see on
the front of the document the name of Prince Ranjitsinhji.
His popularity with the great body of Englishmen has
evidently been the attraction for the promoter, but his
knowledge of automotors is an unknown quantity. As
all-round sportsmen and cricketers, we heartily wish him
out of the tight place he is in now that he has started to
play at a game he does not in any way understand. At
Lord's, the Oval, or Hove, he is — next to " W. G." — our
idol, but in the region of Holborn Viaduct he will find
that Mr. Promoter is trickier than George Lohmann, and
that his pace is faster — if his delivery is not quite as
fair — as Tom Richardson at his best.
We next pass to the dividends whioh have — as stated
— been paid by the Syndicate. These are set out as
follows : —
" May — 10 per cent., or at the rato of 30 per cent, p.r
annum.
" July — 30 per cent., or at the rate of 60 per cent, per
annum.
4i September — 100 per cent, bonus in shares of licensed
companies, which, if taken at market prices,
equals a total of over 100 per cent, per annum on
the issued capital."
These figures, which are evidently intended to attract the
unsuspecting public, are allowed to stand as stated. No
certificate is given ; the verification of the figures by an
auditor is evidently considered as an unnecessary detail ;
while, whether these alleged dividends were paid on a
capital of £3,000 or £3,000,000 is considered a matter of
such an immaterial purport that the figures are not given.
Again, whether the actual amounts were in cash or in
shares in allied companies is not indicated. We could go
on in this way through every page of oar issue— the
scheme sketched out is all in the air. " Immense
Prospects," set out in big black type, is the keynote
which pervades the whole document. Subsidiary com-
panies have been formed; these, with their moro or less
paper capital, offer to pay huge premiums for tho use of
the Syndicate's patents, and on this slender basis we are
to put up our £3,000,000— out of which £2,700,000 is to
go to tfce vendors.
Two million seven hundred thousand pounds is a good
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Dbcbmbkb, 1896.
l'ound figure— even in this era of monthly millionaires.
Let us endeavour to see what the shareholders are to
obtain for the money. The only real asset which they
acquire is certaiu patent rights, the date3 and titlos of
some of the specifications being set out in the pro3poctus.
We should have expected that under theie circumstaucos
some expert opiuions would have been obtained as to the
possible validity of the letters patent. Just as a certifi-
cate from a leading firm of auditors would have been
advisable as to the profits which have been earned, surely
an opinion from an expert pitent authority might have
been expected as to the value of tho specifications. But,
no. The list is in the prospectus, the Syndicate have
bouglft tho patents: the public must take it on their
authority — their ipse dixit is sufficient.
It has seemed to us a pity that, for the sake of a little
trouble and expense, this defect should remain; we have,
therefore, obtained all the patents set out which cau be
procured, and, in addition to examining them carefully
ourselves, have submitted them to the highest authorities
at our disposal.
The opinion we have obtained is unanimous in its
purport. The Syndicate stato that they possess all the
master patents in connection with motor carriages, and
that they will resist all attempts at infringement. If
they go into Court wo will not directly attempt to
anticipate the judicial decision, but counsel and patent
agents are at one in the statement that master patents
they have not — every oil-engine they work or lease
on royalty has for its basis the well-known Otto
engine, aud can only, at the best, hold good for improve-
ments in respect of details specifically as set out and
claimed.
Practically the only point in reference to the oil-engine
of to-day in which a master patent could be obtained
would relate to a novel method of vaporisation, which
would ensure the complete combustion of all the com-
ponents of the heavy and safe hydrocarbons. It is certain
that such a patent is not in tho possession of the British
Motor Syndicate. It is, however, very probable, from
information which has been placed at our disposal, that
ouc of the many private firms experimenting on this
important point has been very nearly successful, and
may reap a good reward for their pains. The Syndicate
possesses many useful designs for various parts of motors
aud carriages, which have bsen patented. Whether they
woul 1 bo sustained in a Court of Law, however, is much
more than doubtful in more than a moiety of those
examined; but they would form an admirable nucleus
with which to start a factory to build carriages on the
Continental lines of to-day.
But is this uncertain asset worth £2,7(10,000? The
promoters can answer the question for themselves. The
Great Horseless Carnage Company (Limited), one of their
own bantlings, is the owner of one half of the rights in
these patents. In spite of the "furore on the Stock
Exchange in favour of these ventures," the £10 shares
in this Company can be bought for less than £3, so
that as it was capitalised originally at £750,000, the
market value is now reduced to some £225,000. Why
should the public be asked • to give £2,700,000 for
exactly the same property as they could, at the date of
the issne, obtain for one-twelfth of that sum? On that
valuation the £3 shares offered would have been worth
exactly 5*. each — and in our opinion would have beeu
distinctly dear at that.
There is one important feature, ho.vover, which,
boyoud any question as to patents or figures as to paper
profits, those concerned in this issue have either care-
lessly or wilfully omitted to consider — we refer to tho
extensive steps which are being taken by scores of
the leiding engineers in this country to graft this new
industry on to their old-established businesses and re-
putations. While having this object in view, they have
no intention of buying the Continental patents, or of
slavishly following existing models either of motors or
vehicles. We have recently had the privilege of seeing
the strides which many celebrated firms are making in
this matter, and must confess to baing astonished at the
enormous progress already achieved.
By simply utilising all the technical skill at the'r
disposal and working in accordance with the ordinary
routine of any well-organised engineering or electrical
establishment, they have evolved new designs, often in
conjunction with leading coach builders, and these aro
now beiug executed in workshops equipped with the best
of modern appliances, operatod by the most skilful of
workmen. Some time must necessarily elapse before the
full results of their efforts -will bo seen, because until full
tests have been made and tho manufacturing placed ou
a basis for effectivo output such firms will not publicly
exhibit, but their motors when finished will be worthy of
their reputations, and hold the field against any but their
nativo competitors. On this point it must not be forgotten
that to the present generation of English engineers this
trade has been a sealed letter. What they will ultimately
achieve is certain to be worthy of the birthplace of
modern locomotion.
It is but little use pursuing the matter of this unfor-
tunate prospectus further. We could dilate at length on
its crudities, mis-statoments, and bad taste — but enough
has been done. It was so outrageously bad that the
entire Press of tho country — with a few notorious
exceptions which might have been expected — unani-
mously exposed its hollowno3.s, and by their timely
comments must have prevented very many from being
entangled in the toils, who might otherwise have beeu
caught. If the promoters of tho issue wish to give an
earnest of their repentance for the wrong which they
must be conscious of having attempted to commit they
will voluntarily return the money which they havo
received. If they do not, their last state may be worse
than the first — as a Court of Law may compel them to
make the sacrifice.
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Ill
AUTOMOTOR CONTESTS IN 1897.
\W announce in our columns the conditions of three ;
sets of valuable prizes which are offered to be contended
for in the coming year by automotor vehicles. The first ,
of these in priority of offer, and perhaps of importance, is .
the one for 1,100 guineas offered by the proprietors of
The Engineer — which it was originally iutended should
cake place during the present year. Owing, however, to
the legal restrictions, since removed by statute, a sufficient '
number of entries could not be obtained, and a postpone-
ment was made until May, 1897 — which still errs rather
on the near side if a representative list of the English
engineers who have just commenced to manufacture is to
be obtained.
The revised conditions, which are eminently practical,
as might be expected from tlio source from which they
emanate, are fully set out on page 118, but we may briefly
state that the total sum is to be divided up into five
prizc3. The chief is of. 850 guineas, and will be awarded
to " the best mechanically propelled vehicle constructed
to carry — including the driver — four or more persons,
the total weight, when fully loaded, not to exceed two
tons." The next is to be of 250 guineas, for the best to
carry one, two, or three persons, the total weight, when
loaded, not exceoding one ton. Another 250 guineas will
be given for the best to carry, in addition to the driver,
not more than one ton of goods, the total weight fully
loaded not exceeding two tons. A sum of 150 guineas
will be given for a vehicle carrying five cwt. of goods, the
fully loaded weight not exceeding one ton. Any method
of mechanical propulsion may be used, but if oil be
adopted for supplying motive power, either for the pro-
duction of an explosive mixture or for fuel, it shall not
have a lower specific gravity than 0'8, or a lower flashing
point than 73° Fahr., Abel's test.
The remaining pri/.o, of 100 guineas, will be devoted to
" the vehicle, whether for passengers or goods, propelled
solely by a motor actuated by the vapour of oil or spirit
having a lower specific gravity than 0"8, or a flashing
point lower than 73° Fahr., Abel's test, and constructed
to satisfy the requirements of any Act of Parliament and
the rules to be made therounder for the time being
respectively in force."
It will be noted that all the chief prizes go, as they
should, to motors using safe explosives or fuel, while only
a comparatively small stun is devoted to the class using
the more volatile, or dangerous, oil or spirits. The speed
trials are also to be carried out in a reasonable manner, a
run of 100 miles oat and home, in which the minimum
mean speed to qualify is five miles an hour, while no
greater speed than 10 miles an hour is to count will be
sufficient for all purposes, and will remove the contest
from any suspicion of being a race — in which the prize
goes to the vehicle engined in the most powerful manner,
without any reference to its other qualifications or draw-
backs for road traffic. The judges are Sir Frederick
Bramwell, Mr. J. A. F. Aspinall, and Dr. Johu Hopkiuson,
and it is certain that the vehicles selected by them for the
premier awards will be the best of those entered. Our
contemporary is to be congratulated on its enterprise, and
for the business-like way in which it is proposed to carry
it out.
The next contest in order is that arranged for by the
Automobile Club of France, the official conditions to
govern which are given in another page. We warmly
approve of the new position taken up by the leading
Continental club. It has— at any rate, on this occa-
sion— decided to abandon mero racing, and submit all
vehicles to tests which will try the many other qualities
besides speed which are necessary in a motor-carriage
which is to meet the exigencies of tvery-day use and
traffic. The competition is to be an international one,
and it is proposed that it shall commence on July 1st
of next year.
The vehicles are restricted to those carrying one ton or
over, and the judges are briefly t> take into consideration
the cost of running the motors, the ratio of weight-
carrying capacity to the weight and power of the vehicles,
and several other points, such as the utility of the
brakes used and the ease of steering, which, as we have
stated in refereneo to the previous contest, are often of
infinitely greater importance than mere spccJ. Of
course, that factor cannot hi neglected, but in the past it
has been made to assume such inordinate proportions in
judging the merits of a motor-carriage that in this article
we intentionally seek to minimise it. However; as the
competition will last for some days, during which tho
vehicles will have to run a distinct) of tone 18l5£ miles
— -running twice over distances of approximately 25 miles,
31 miles, and 37 miles respectively, one journey on each
dav, stopping at every kilometre ('0214 of a mile), five
kilometres (31 miles), and tin kilometres (0"2 miles), to
test the brakes and auxiliary gear, tli3ir road efficiency
will be fully tested. We heartily wish the Automobile
Club [every success, and trust that some at least of the
entries will come from this side of the Channel.
The third competition emanates from the Motor-Car
CIub; and the leading cinra'-'tjristics of it may be found
i:i Mr. C. Harrington Moore's letter, which appears in
another column. The Club intends to offer £2,000 for
a contest to take place in May next, but we greatly regret
to find that the principal point which will bo taken into
consideration is speed, which tho Club is "of opinion
affords the most satisfactory test as to the excellence
: of construction of a mechanical vehicle." With this
view we emphatically differ. The Clnb asks owners of
suburban racecourses to communicate with its officials, as
the place of trial must bo near L radon, and the course
should be a level straight mile. From the more or less
officially inspired interviews which have appeared in
the Press we learn that a special prize will be reserved
for the motor vehicle which first succeeds in accom-
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Dkcemdbb, X896.
plishing a mile in one minute, and that the Clnb intends
to institute a Motor Derby.
If this is to be simply an experiment undertaken with
the object of providing a new form of sport we can only
prophesy that the public will hai'dly be weaned from
horse-racing by the spectacle of more or less cumbrous
motor-carriages making the best of their way over a
length of ground. To compare it with chariot-racing is
to leave out all the virile interest which made such
contests popular. The sight of plunging, living horses
straining every nerve, gnided by the skill of man to
defeat all antagonists, is something to appeal to and
excite mankind ; but when the result of any race is to
bo determined mainly by one point, viz., which vehicle
in propelled by' the motor developing the largest amount
of horso power, the public, at any rate after the first
essay, will severely let such contests alone.
If, however, the officials of the Motor-Car Club striously
consider that such a contest can in any way beneficially
assist in making motor-carriages popular, we would ask
them to reconsider their position. Tho Club, with its
resources, has tho power of doing great good or barm —
nnd wo are ceritin that only the littor can result from
tho encouragement of speed* at any sacrifice — speeds,
too, which can never bo allowed, even if possible, on any
road in tho United Kingdom ; while, if they devoted
£2,000, or even a quarter of that sum, to a competition
to be carried oat on scientific lines they would accomplish
moro real good than by holding fifty M >tjr Derbies.
"ENGINEERING" AND MOTOR-CARRIAGES.
Ouu contemporary — Eujlneerinj-Au the course of a wull-
reisoned a-ticle wnich appearc.l in its issue of the 27ih
ult., deils with the objections of those who hold the
opinion that the Edi;or of that journal was by no means
favourably disponed towards the new industry. Referring
to the remarks which appeared in our last issu: on tho
subject, tho Editor states : —
"Among the more gentle of our critics is Tire Auto-
motor axo Hokselkss Vehicle Jourxal, which thinks we
have 'altogether failed to grasp the position taken up by those
who are seeking to introduce the new industry into the
country.' We trust not ; but what we do fail to graip is the
utility of those who are seeking to trade on the credulity of the
public, and extract money from the pockets of the ignorant
under the pretence of establishing ' the new industry.' Every
penny thus misdirected is a loss to ' the new iudustry,' and robs
those who wish well of the motor-car of the sinews of war. It
will take a very large sum yet to evolve a practical motorcar,
and there is no maxim which the average investor acts more
strictly upon than 'once bit twice shy.'
"The company promoters— amongst whom we must not
include our contemporary, to judge by his moderate and
courteous language— are the chief enemy of ' the new iudustry,'
but there is another serious foe, the reckless amateur or
' mechanical crank.' ' No one,' continues The Automotor and
Horseless Vehicle Journal, ' wishes to place vehicles of from
one to three tons in charge of incompetent men to drive
through crowded streets at the rate of some 14 miles «n hour.
. . The keynote of the advice given by all concerned in
automotor work is to go slowly at first.' How has this advice
been followed ? On the Brighton race, which was to have been
the very first legal appearance of the new vehicles on the
Queen's highway, the speed reached as high a rate as 30 miles
an hour ; and, again, we have complaints that motor-cars are
restricted to the speed of the bicycle. ' What,' says one
ingenious reasoner, ' is the use of going to all the expense of
machinery when one is not allowed to travel at a greater speed
than can be attained by the bicycle without machinery ? Why
should we be restricted any more than the bicycle I ' The
reason is obvious. The bicycle is a light machine. In a
collision with a pedestrian the rider is in a more dangerous
position than the person struck, whilst against other vehicles it
is all but powerless to do damage. With the motor-car the
opposite conditions prevail.
"The Automotor and Horseless Vehicle Journal con-
cludes its courteously expressed article with an appeal to us.
' In all friendliness,' it says, ' we would ask Engineering to look a
little more kindly towards the new iudustry.' In all friendliness
we would assure our contemporary that we will look very
kindly towards the new iudustry — when it arrives. Our
friendliness is such that we are ready to do battle on behalf of
the embryo industry against its arch enemies, the company-
monger and the mechanical crank."
We have quoted this much from the article in order to
take an opportunity of emphasising two sets of views
which wo have never failel to express. The first is that,
like Enjinsariiig, we are prepared to denounce in the
strongest terms any attempts which may be made to
bring oat companies with indite 1 capita's. The pro-
moter is entitled to « fair profit, but his demands must
be reasonable, while his statements should, before all
things, be kept within the bounds of truth. Tho second
postulate in which we concur is as to the paramount
necessity which exists for all interested iu the progress
of roid motors to rigorously keep within the limits of tho
law. Then; are enough natural difficulties in tho way
without creating fresh ones by a wilful infraction of
regulations. If anyone infringes, there should be no
hesitation in suing for and enforcing the penalties in-
curred. It is only fair, however, to add that those
referred to in the article were doubtless fascinate 1 by
their new-found liberty, and indulged in spurts on clear
roads which they are not likely to repeat.
WANTED— A WORD.
♦
Under this title we, in the last issue, discuvsed the
various phrases which have been used to describe mot >r-
carriages, and invited correspondence fram thoso wli)
were of opinion that tbey could coin a better word than
any generally in use. Letters have, in consequence, corno
to hand in largo numbers — in fact, we regret that we
have not, in consequence of the quantity, space to
print them. Wo have summarised below the words sub-
mitted, but cannot express an unqualified approval for
any of them, while some are extremely objectionable.
They are as under (of course, many have been submitted
by several correspondents) : —
Autokinons. Automotives. Go cars.
Automobiles. Horseless. Motes.
Moto. Molms. Self - Propelled.
Movers. Autos. Jin's,
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-A
^OR^LCis CA*£»a<;£ *£ Ou. €0 **> Aero- M O V6/<^
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [December 1896.
PNEUMATIC TYRES FOR MOTOR-
CARRIAGES.
Ax extremely interesting lecture on pneumatic tyres was
delivered on Monday evening, the 1st instant, by Professor H.
S. Hele-Shaw, M.I.C.E., M.I.M.E., &c, before the members of
the Liverpool branch of the Self-Propelled Traffic Association.
Mr. Alfred Holt, M.I.C.E., one of the vice-presidents, was in
the chair, and there was a good attendance.
The Professor's paper, of which we give an abbreviated report,
was exceedingly interesting, and we regret that pressure en our
space prevents us from doing it full justice by illustrating it with
the appropriate diagrams which were used. After exhaustively
setting out the history of the wheel and explaining in full its
mechanical action and theory, he said : No one would dispute
that to walk upon a yielding surface, such as mud or sand,
requires an appreciable effort, which is greater the softer the
material, so that heavy snow may be toilsome beyond endurance.
The same cause is at work in the ca9e of the wheel rolling upon
a soft road and (here, I imagine, I may again excite some
possible disbelief) of a soft wheel rolling upon a hard road. To
understand this we must study the actual motion of the parts
of the wheel as they approach the ground, and we will first
consider that of the spokes themselves. Let us follow the
behaviour of a particular spoke, and we shall see that until it
nearly reaches the ground it approaches it at an oblique angle.
If it does not find an obstacle it will come down upon the
ground and rest there. If it meets any yielding substance,
which is raised above the point of support, it will not only
.compress it underneath, but push it before it, as shown in the
diagram, and will therefore cause a corresponding effect back-
wards, which is greater the deeper the rut which it is making.
This is seeu to be true both for a soft wheel and hard road, as
well as a hard wheel and soft road. This seems obvious where
a permanent compression and distortion is taking place, as, for
instance, in a rut in the road, but it does not appear so evident
when the material is of an elastic nature, and returns to its
original shape again after the compression has taken place.
When the tyre is elastic the same thing occurs. If the elastic
material is of a nature that requires a distortion at every point,
it is clear that the work which is being done continuously to
distort this material is an absolute loss of power and a cause of
resistance to the motion of the vehicle. In considering the best
form of tyre, it is clear that if the only resistance was rolling, a
hard wheel would be better than a soft one. The reason of the
success of the introduction of the railway is due to the principles
I have now made clear. Hence those who only consider rolling,
were very naturally sceptical of the earlier attempts to make
soft tyres serve for any other purjxwe than to merely protect
the road, for although the theory of rolling which I have ex-
plained has not been generally understood, still the mechanical
intuition of many men would tell them the facts to be what thev
are without their understanding/ perhaps, the true cause.
Again I may remark that crowds of inventors in connection
with the soft tyre of vehicles, particularly for bicycles, have
often gone entirely on a wrong track, with the natural result
of failure. We come now to the real cause of the benefit of the
pneumatic tyre which requires preliminaryexplanation. Suppose
a body to be in motion, as this pair of wheels and axle, and it
meets any obstacle over which it has to rise and loses a portion
of its energy. Suppose it meets the same obstacle but is not
compelled to rise to the same extent, the loss of energy is not so
great. This is exactly what happens in the case of a soft, yield-
ing tyre. It meets an object which it may cause to sink into it,
hence the body as a whole is not checked in its onward course.
This behaviour on the part of the tyre is made obvious by some
photographs which I have recently taken of the tyre in the
various positions which I now show, and also some photographs
of the tyre given by M. Michelin in a recent paper, and this
effect he has shown by a series of curves which indicate the
deflection in meeting obstacles under various conditions and
circumstances. If the reasoning which I have given is true,
then the remarkable fact will come out, that*t very low speeds
the resistance to soft tyres is actually greater than that to hard
tyres, and this benefit is only apparent as speed is increased, the
greater the speed the greater will be the benefit of uoft-tyred
vehicles. I made a series of experiments myself which must be
regarded as supplementary to the experiments of M. Michelin
in the paper I have already mentioned, and they were made by
my assistant without any previous idea of what might be
expected, so that his inclination was, if anything, to obtain a
better result with the pneumatic tyre. Instead of this, the
experiments came out exactly as theory would lead us to expect,
and at first, I must confess, surprised me. The experiments were
conducted at the works of Messrs. Lawton and Co., who kindly
placed three broughams at my disposal with — (1) steel tyres,
(2) rubber tyres, and (3) pneumatic tyres. These were drawn
over the floor, and over a series of obstructions, drawings of
which I have already shown. The following is a statement of
the results : —
Three similar vehicles — whose exact weight was not known.
The tests were made in the show room of Messrs. Lawton and
Co.'s works, Hardman Street, and in each case the pull required
to start the vehicle was measured by a spring balance. The
mean effort required was estimated by the average reading of the
balance, whilst the vehicle was pulled at a uniform speed over
a track about 6 feet long. The results were as follows : —
The first track was across the floor, the second, with obstruc-
tions, 1 inch apart, the third, with an interval of 2 inches, and
the fourth with 3 inches between the blocks.
TlUCK.
Floor
Second
Third
Fourth
Stebl
Ttre.
| SOMD HrBBKH
Tyre.
i
pxbtjmatic
Tire.
Starting
Effort,
Mean
Pull.
21-4
Starting
! Effort,
24
Mean
Pull.
170
i
Starting | Mean
Effort, j Pull.
31-2
30 25 22 0
37 4
22-0
; 274
18-7
29 0. 22 25
43 H
212
| 36 8
19 8
30 -75 23 25
8
21 0
36 8
20 2
40 5 j 25 5
It is extremely interesting to study the various views on the
subject by those who have been interested in the adoption of
the pneumatic tyre. Thus Mr. Dunlop, of Belfast, who is a
comparatively recent patentee of pneumatic tyres, writes as
follows : —
" My improvements are devised with- a vie w to afford increased
facilities for the passage of wheeled vehicles — chiefly of the
lighter class, such, for instance, as velocipedes, invalid chairs,
ambulances — over roadways and paths, especially when these
latter are of a rough or uneven character, as also to avoid
sinking of the wheels of vehicles into the ground wheu
travelling over boggy soil or land, and likewise for the tyring
of wheeled vehicles generally, in all cases where elasticity is
requisite and immunity from vibration is desired to be secured,
and at the same time ensuring increased speed in travelling
owing to the resilient properties of wheel tyres according to my
invention."
From these words it cannot be seen that Mr. Dunlop appre-
ciates the direct connection betweeu the saving of power and
the pneumatic tyre, as he only talks about increased speed
owing to the resilient properties of his wheel tyres. We must
go back a good many years, when the pneumatic tyre was first
invented by Mr. R. W. Thomson, who seems to be nearer the
mark, and who says :- -
" The nature of my invention consists in the application of
elastic bearings round the tyres of the wheels of carriages, for
the purpose of lessening the power to draw the carriages,
rendering their motion easier, and diminishing the noise they
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115
r.iake when in motion. I prefer employing for tlie purpose a
hollow belt composed of some air and water-tight material,
such as caoutchouc or gutta-percha, and inflating it with air,
whereby the wheels will in every part of their revolution
present a cushion of air to the ground or rail or track on which
they run."
This invention was actually carried into operation, and led to
a good deal of correspondence and interest at the time, a
brougham fitted with pneumatic tyres by this inventor attracting
considerable attention in the London Parks exactly 50 years
ago. The views which were then held are well expressed in
an article in the Mechanic^ Magazine, which is as follows :— ■
" The most obvious advantage — indeed, the only one which at
first sight would seem likely to result from the substitution of
an elastic for a non-elastic tyre— is a diminution of noise, and
hence it was that we were led, in oi:r former notice of these
wheels, to characterise them as 'silent,' rather than as being
distinguished for any other property. It has been so long
regarded as a settled thing that friction is least with hard
substances and greatest with soft, that by a natural though not
perhaps strictly logical course of induction, we inferred that,
though in this case the noise might be less, the friction, and
consequently the tractive power required, would be greater.
We must candidly own that we little expected to find the very
reverse of this to be the fact. Yet so it is. Experiments very
carefully conducted, and which we have ourselves repeated and
verified, prove ineontestably that the friction and draught are
diminished to a very great extent by the use of these elastic
wheels."
This led to a letter by a Mr. Heather correcting the Editor in
talking of the reduction of friction, and making a mis-statement
himself, as follows : —
"Sir, — The importance of disseminating by means of your
journal correct mechanical principles induces me to suggest to
you that the traction of a carriage is independent of the friction
of the tyre and the road, aud is due to the friction between the
wheel and the axle, and to what may be called the resistance to
rolling at the circumference of the wheel, which resistance is in
no way analogous to friction."
All these facts show that the matter is not an easy one to
understand at first sight, and I will briefly sum up the matter
by saying that soft tyres do involve more friction than hard
ones, but that the loss of power on an ordinary hard road is due
in a much greater degree to the loss from concussion than to
actual friction, that the order in which the loss of power takes
place in the cases respectively of the pneumatic, rubber, and
iron tyres, is directly in the order of the hardness of the tyre.
Having studied the theory of the subject as fully as time
permits, we now pass on to certain practical consi Jeratiots in the
construction of the pneumatic tyre. The pictures which I now
throw upon the screen are those which were running in the
year 1845, and the further views which are now shown you
will, |>erhaps, be surprised to hear are those of the tyie
mentioned in the specification of Mr. Thomson of the same
date. It is interesting also to note that Mr. Thomson's patent
included the inner tube o& well as the outer protecting case, the
inner tube being indiarubber, strengthened with folds of canvas,
and the outer covering itself being of leather either riveted or
sewn, so as to make it strong and durable. Mr. Thomson
advocates the use of pneumatic tyres to the traction engines
and autocar in the following words : —
"The comparatively small amount of power required to propel
carriages, the wheels of which are fitted with these belts, the
steadiness of their motion, the absence of all jolting and con-
sequent security of the machinery from injury, the small damage
the carriages will do to roads, the absence of nearly all noise.
the high speed that may safely be attained, and the great gentle-
ness of the motion will, I think, enable steam carriages to be run
on common roads with great advantage both for carrying
passengers and goods." We must all regret that Mr. Thomson's
genius did not, as far as I ascertain, meet with a fitting reward
which seems to have been in reserve, judging from the present
scale of company promotion, for more fortunate individuals, who
at any rate cannot claim more originality of mechanical insi«ht
than the original inventor. Other slides were then shown
describing the modern development in the mechanical details of
the pneumatic tyre. Improvements in the arrangement for
inflation, and particularly devices for getting at the inner tube
in case of repairs being required.
This portion was discussed under the following heads : —
(1) Attachment. — (a) The early system ; (b) the early Dunlop ;
(c) other forms of attachment ; (d) Welsh wire rim ; («) Fleuss
tyres; (/) vehicles- -points of difference between vehicle tyres
and bicycle tyres.
(2) II car. — (a) Ordinary wear, material, tread ; (b) puncture,
repairs ; (c) dirt and wet.
(3) Inflation. — Pressure used, valves.
I cannot conclude without saying how much pleasure the
preparation of this lecture has given me, for I regard it as a
slight acknowledgment of the enjoyment I have experienced in
the use of the modern bicycle. But the services of the pneumatic
tyre are not limited to cyclists, and we raay safely look forward
to its increasing introduction to vehicles of every kind, both for
light and heavy traffic ; aud lastly, not to leave the impression
that I have forgotten the object of the Association before which
I have lectured to-night, I venture to assert that if the auto-
car, which 50 years ago was running by scores over the country,
and were afterwards discarded, are to become universal in their
adoption, and are to attain any reasonable rates of speed, this
development will depend upon, and be almost entirely owing to,
the invention and perfection of the pneumatic tyre.
An animated discussion followed the paper, and iu this
Messrs. A. Bromley Holmes, John A. Brodie, E. Shrapnell
Smith, and Mr. James took part. On the motion of the Chair-
man a hearty vote of thanks was accorded to Professor Hele-
Shaw, who, after acknowledging it, replied to several questions
which had been raised. Messrs. Dunlop and J. A. Lawton and
Co. kindly lent materials for several of the experiments which
were made.
An interesting syllabus iu connection with the first session of
the Liverpool and District centre of the Association has been
issued. The programme drawn out is a most comprehensive
one, extending from December 1st up to March 30th. Papers
will be read by Mr. G. F. Thompson, Mr. W. W. Beaumont,
Mr. H. Percy Boulnois, Mr. Rhys Jenkins, Mr. Dugald Clerk,
aud Mr. Legros. A meeting took place last evening when
a paper was read by Mr. Win. B. Cook and Mr. Fred.
Willoughby, on "A New Method of utilising Canals for Traffic —
with Special Reference to the Canals of Lancashire and York-
shire." The authors are the joint patentees of the scheme
discussed, which is one of great interest to the shipping interest
of Liverpool. The next paper will be read on January 5th,
1897, by Mr. (J. F. Thompson, consulting engineer, on "The
Motor Wagon Scientifically Considered."
All who are interested in motor traffic and reside in the neigh-
bourhood of Liverpool should write to Mr. Shrapnell Smith, the
Hon. Secretary, for the full prospectus of the Association, and
join the enterprising local centre.
•*^^^^^^^^%«*^*«mmm*«mm^
A very satisfactory test was made last week with one of the
carriage trucks of the London Electric Omnibus Company's
new omnibuses, which are soon to be placed on the streets of
London. The streets on which the trial was made were specially
selected on account of their severe gradients. The carriage ran
up Trafalgar Square op]X)site Morley's Hotel, and through
Craven Street, with ease. Stoppages were made on the inclines
for the purpose of testing the re-starting capacity of the motors,
aud in each instance the restarts were made without apparent
effort, though less than half -the available power was used. The
steering was also managed with ease.
Om De maatte reflectere ovenstaaende Avertissement, behag
da ta novne "Tub Automotor and Horseless Vehicle
Journal."
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Deckmeed, 1886.
A MOTOR-CARRIAGE WHEEL.
The 0oup6. Company, carriage builders and wheel makers, of
Britannia Road, Fulhani Road. London, are the sole manu-
facturers of Harrington's patent steel carriage wheel. We
venture to predict that these wheels will be very largely
employed in automotor work -for which, in consequence of
their strength, lightness, and elegant appearance, they are pre-
eminently suited. From the illustrations which accompany
this article it will be seen that, although somewhat similar in
appearance to the familiar bicycle wheel, they differ from it
radically in one important point, viz., that it is practically
impossible to buckle them. By securing each couple of adjacent
spokes together by a band of steel riveted over them, at a point
near the periphery of
the wheel, great
strength is secured,
while the elasticity
inherent in this form
of wheel is at the same
time retained. The
wheels have been sub-
jected to rigorous and
practical tests through-
out a very long period,
as the Coupe Company
as a matter of economy
have fitted them to all
the varied forms of
carriages which are
turned out from their
extensive establish-
ments. Theyhavefound
them as cheap to make
in the first instance as
good wooden wheels,
while presenting a
much more artistic
appearance, and at the
same time lasting for
a considerably longer
period, without any in-
cidental outlays being
required for repairs.
We liave examined
very many of these
wheels, which have for
years past been sub-
jected to the rough
wear and tear of the
London streets without
renewal, and in no case
could the slightest
shake be observed in
any of the spokes. In
many cases the condi-
tion of the paint on the wheels showed that they had been in
collision sideways with heavy vehicles, but that their elasticity
had readily enabled them to resume and keep their original
form unimpaired. The estimation in which the wheels are
held by the carriage trade proper may be judged by the many
repeat orders which are received from builders not only in
this country but from the Colonies and India. Any form of
tyre — pneumatic or solid — can be fitted to the wheels, and
examples of all types in every-day use may be inspected at the
works. To sum up, we may state that the wheels are stronger,
more durable, and more sightly than others, while they weigh
considerably iess, and are subject to a minimum of windage
and vibration. We may add that the managing director of this
Company — Mr. Courtauld Thomson— is a sou of the Mr. Thomson
who, as fully described in the first issue of Tub Automotor and
Horseless Vehicle Journal, invented and used the pneumatic
tyre fifty years ago, and who was one of the most practical
exponents of the utility of motor carriages of his day. It is
only fitting that a descendant of his should be numbered
amongst the pioneers of the revived industry.
TAXES ON MOTOR-CARRIAGES.
TnE regulations for the taxation of motor-cars have been issued.
AH weighing less than one ton will have to pay one guinea or
l">j. annually, according as they are used for private purposes
or as public conveyances. The same rule will apply to motor-
' cars over three tons in weight, but those l>etween one and three
' tons will be charged heavily. All with four or more wheels,
and weighing between
one and two tons, .ivill
have to pay four
guineas yearly unless
they are used as hack-
ney carriages or omni-
buses, in which case
the amount for each
one will be £i 17*.,
while for those over
two and under three
tons the amounts will
be five guineas and
£3 18'. res]>eetively.
For ears of this class
with less than four
wheels and between
one anil two tons in
weight the annual
licence will rost£2 17s.,
whether used as private
or public conveyances,
and if they weigh over
two and under three
tons the amount will
be £3 18*. The motor
cabman of the future
will have little to com-
plain of if these charges
are maintained. He
will continue to pay
15s. so long as his cab
is under one ton, while
his rival, the omnibus
proprietor, instead of,
asnow, paying thesanie
amount for each self-
propelling vehicle, will
pay at least £2 17*.
The proceeds of these
licences will, as in the
caie of other carriages,
be passed over to the local authorities. The new rules do not come
into force until January 1st, when licences for the year ending
December 31st will be issued. It is provided that in the case of
a car not being used for the first time until October 1st in any
year a reduction of a guinea if for private and of 7<. Gd. if for
public use will be made. It will be understood that no charge
of any kind is to be made for the expiring year. The regula-
tions are vague as to the licence duty on private vehicles with
four or more wheels and under one ton weight. They say
they will be subject to the ordinary provisions as to carnage
licence duty. The ordinary provisions aie that the owner of a
four-wheeled carriage, which is fitted to be drawn by one horse,
pays one guinea, and if it is fitted to be diawn by two horses
two guineas annually. The amount of duty, therefore, depends
upon the "fittings/' If a carriage has a socket in which a bar
is or can be inserted for a second horse it is charged for at the
two-guinea rate. How this rule can be applied to a motor-car
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Decbmbrb, 1896.] THE AUTOMOTORAND HORSELESS VEHICLE JOURNAL.
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is uot obvious. Probably it is intended that only one guinea
shall be charged. The self-propelled cycle will be subject to a
duty regulated by the number of wheels, though this question
also has not been grappled with.
EDINBURGH COACHMAKERS AND
MOTOR-CARS.
quarter horse-power. The wheels run very lightly, the spokes
are of steel, and the rims are fitted with rubber tyres. The
vehicle can run 15 miles an hour comfortably. Owing to
inadvertence in starting from Cambridge, the Hon. C. S. Holls
did not arrive at the Hotel Metropole in time to start.
The annual soir6e and concert of the Edinburgh coachmakers
was held on the 27th ult. in the Oddfellows' Hall, Forrest
Road, when there was an attendance of over 700 people.
Mr. Norman G. Croall occupied the chair, aud amongst those
present were Messrs. Stordy and J. Drew. In the course of
(he evening the latter, who is lecturer on carriage building in
the Heriot-Watt College, gave au address on '' Moto-Cars."
He said that now that an Act had been passed permitting their
use on the highways, under certain restrictions, they might
confidently look forward
to large aud interest-
ing developments before
long. What was wanted,
especially in their large
cities, was not great
speed, such as had Deeu
attained, but quick-
stopping, turning, &c.
The best claim for the
electric motor was that
it was noiseless. Elec-
tric omnibuses and
carriages were excel-
lently adapted for city
use, and it was interest-
ing to note that an elec-
tric cab company had
recently been formed in
London. He had had
an opportunity of trying
several oil-driven motors
in London that season,
and it was anything but
pleasant. In time, no
doubt, improvements
would be carried out.
With a motor-car the
expense incidental to
horses was avoided.
There could be no rear-
ing or kicking or running
away. This new and great and important industry he looked
upon not as enemy to their trade, but as an associate. (Hear,
hear.) The cycle industry ought to have been in their hands.
(Hear, hear, and applause.) By this time some of them might
have been millionaires, instead of looking forward to spending
their declining years within the cool portals of the workhouse.
(Laughter.) It was both their interest "and duty to keep in
touch with a movement like that, so that if their services were
required they would be able to use them most effectively.
(Applause.)
PEUGEOT PHAETON.
SIR DAVID SALOMONS AND THE SELF-
PROPELLED TRAFFIC ASSOCIATION.
PKUOEOT PHAKT02J (THE HOX. C. S. ROLLS).
The phaeton illustrated ou this page is one which its owner, the
Hon. C. S. Rolls, had arranged to travel down to Brighton with on
the 14th ult We reproduce it for the purpose of illustrating our
article describing the ride, but, along with a great deal of other
matter, it was crowded out. The phaeton is a very comfortable
vehicle for four persons, built by M. Peugeot, and fitted with
an inverted Daimler motor developing about three and three-
Is view of recent motor-carriage company developments, the
secretary of the above Association has issued a statement setting
ont Sir David's connection with the matter. After giving
particulars as to the Exhibition at Tunbridge Wells, he relates
the history of the formation of the Self-Propelled Traffic
Association, and in reference to it states : —
An attempt was made by many gentlemen to be placed upon
the Council, to whom Sir David objected, on the ground that it
was their wish to make
the Association little
more or less than a
company-promoting con-
cern. As he had no
interest financially in
the movement, nor any
desire to take such a
part in the future, Sir
David resented such
tactics, and the result
was a division in the
camp, the company-
promotion section sepa-
rating themselves from
those who wore anxious
solely to forward the
movement for the good
of their countrymen and
of English industry.
The Association was
eventually. formed with
a very strong Council,
consisting of gentlemen
well-known in public life,
science, and engineering.
Sir David Salomons
was elected president,
and such a strong sup-
port gave him great
power to push the move-
ment to a conclusion.
Then came the deputation to Mr. Chaplin, and to Sir David's
astonishment, although the former gentleman had written to
him previously, sympathising with the movement, it was the
first occasion that Mr. Chaplin had stated publicly it was his
intention to introduce a Bill.
Throughout this period Sir David Salomons travelled to and
fro to Paris, and obtained information from all parts of the
globe in order to be well posted in the new movement and
further its objects, towards which he published various
pamphlets and articles to show the advantages to be derived,
and to meet various arguments which had been raised on the
subject,
There was the difficulty also that, if the Bill became law, the
Petroleum Acts would prevent benzine being carried when
required for fuel.
In one of the pamphlets issued Sir David suggested the
form of the Act of Parliament, which was eventually adopted
to all intents and purposes. At an interview with Lord Harris
the difficulty as to carriages to be drawn was raised, and he was
present at the second reading of the Bill in the House of Lords,
when great stress was laid on the wisdom of not permitting this
point. Sir David did hin best to get this reversed by showing
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [December, 1896.
that the danger alleged existed only in the minds of non-
technical peraona, and that heavy loads combined with great
speeds were impossible under the limit of the weight of engine
mentioned in the Bill. lie also assisted to secure the raising
of the two-ton limit to four tons, to meet the question of electric
traction. This was supported by resolutions of the Self-Pro-
pelled Traffic Association, and the Loudon and many other
Chambers of Commerce.
In dealing with these questions Sir David had the advantage
of having the results of a number of experiments which he had
made many years ago on the subject, when he first took an
interest in the improved means of locomotion on highways.
The Bill was amended in a few details in the House of Lords,
which set up the control of many authorities, which would have
been unworkable. No doubt when the amendments were
accepted this point was not sufficiently considered.
Sir David Salomons then attended the second reading in the
House of Commons, and was able to gauge the nature of any
opposition from the discussion which took place. This enabled
him to draw up a very careful Memorandum showing the various
effects which would arise if certain proposals were adopted, and
pointed out where modifications could be made with advautage
to the Bill, and at the same time offering concessions to the
opposite force. This Memorandum was sent into the Local
Government Board and the Home Office (the two departments
which have a voice in the matter under the Bill), and Sir
David was requested to attend personally, which he did, aud
made a number of suggestions which he had the satisfaction of
seeing adopted as amendments in Committee.
The point which there was the greatest difficulty in securing
was that an unladen vehicle might be defined iu the Bill as one
without water, fuel, petroleum, or accumulators, as it was
thought the words " unladen vehicle " met the point. Sir
David's contention was that no Judge would hold that an
unladen vehicle was otherwise than one ready to start to pick
up its load. On this point he had not the slightest doubt. Sir
David, therefore, suggested on his part, as a concession, to.
reduce the four ton maximum to three tons weight, providing
an unladen vehicle was defined as one without fuel, water, or
accumulators. Another point was the width of wheels, which
so many members thought desirable to deal with in the Bill.
Sir David preferred that all questions of construction be left
lo the Local Government Board, and this was eventually
accepted.
He also obtained the concession to add to the words " no
visible steam or smoke" the words "except from an exceptional
or temporary cause." He obtained the further concession that
if local authorities should stop any roads or bridges for this
class of traffic, an appeal might be made to the Local Govern-
ment Board.
Sir David sent a long Memorandum on the petroleum
question, as it affects this class of traffic, to the Home Office,
and was called to give evidence before the Petroleum Committee
of the House of Commons, of which Mr. Muudella is the
Chairman. The evidence appeared to lie favourably received ;is
far as he was able to judge, and he has reason to believe that
the Hides which will be issued shortly will practically be based
on the evidence given by him on that occasion.
No less than 50,000 letters have been written on the subject
since last October, and possibly not less than 500 interviews,
apart from meetings. A large number of articles and other
publications to the Press and in other quarters have been sent
out, which gives some idea of the labour expended by Sir David
Salomons, to say nothing of an expenditure reaching many
thousands of pounds.
The sum total of all this work has been, that there has hardly
been an Act passed containing more liberal clauses, and with
more unity of action, which is so desirable where the roads are
continuous and local authorities so numerous.
The Act will secure complete control from a central point,
the Local Government Board for rules and regulations as
regards construction and use, while the Home Office controls all
questions dealing with petroleum of low flash point, regardless
vf any Acts of Parliament which may exist.
No bridge can be closed without reasonable cause. The
weight of three tous without fuel, water, petroleum, or accumu-
lators renders it possible to construct a better class of carriage,
and, above all things, it renders electrical traction on the roads
an actual possibility. The exemption of the production of
steam or smoke due to temporary and occasional causes will
obviate vexatious prosecutions, and the regulations to be
expected in regard to mineral spirits will be as liberal as is
]>ossible from the nature of the liquids.
The main object to be attained, by using every endeavour
to transfer powers for regulating this class of traffic from
Parliament to Government departments, was to enable amend-
ments to be easily made to meet practical requirements, without
the cumberoua o|>eration of appeiliug to Parliament. The
system has worked well iu the case of the electric light
industry, aud there is no reason why it should not prove as
successful in the case of self-propelled traffic
Sir David has sacrificed a considerable amount of time iu
assisting by every" means in his power in framing the Local
Government Board regulations
Sir David has already pointed out that it only remains for
users of horseless traffic to do nothing on their part t<j destroy
the confidence which the Legislature lias placed in them, by
committing auy act likely to be of annoyance to others.
Throughout all the negotiations and communications between
members of the Government and the officials of Government
departments, Sir David Salomons bears witness to the fact that
he was treated with every courtesy aud consideration, which
was, no doubt, due in a large measure to the circumstance that
it was within their knowledge that the company promotion
business had been completely separated from bis side, and that
the Self-Propelled Traffic Association was recognised by the
Government as the official representative of the movement, so
that it was felt that all he said was not in any way influenced
by the slightest personal consideration or intention of extracting
money from the pockets of the public.
"THE ENGINEER" i,ioo GUINEAS ROAD
CARRIAGE COMPETITION.
CONDITIONS OF COMPETITION.
The proprietors of The Engineer have agreed with the Crystal
Palace Company, who have offered facilities at the Crystal Palace
for showing the carriages in work there, and for holding the
subsidiary trials hereafter referred to.
Judge*'.'
The following are the names of the judges : —
Sir Frederick Bram well, Bart., F.R.S., M.InstC.E.
Mr. John Audley F. Aspinall, M.Inst. C.E., Chief Mechanical
Engineer to the Lancashire and Yorkshire Railway.
Dr. John Hopkinson, F.K.S., M.Inst.C.E.
The competition is to be international.
Clutses.
The vehicles will be divided into four classes, and one
supplemental class, iu each of which a prize will be given, as
follows : —
(a) For the best mechanically propelled vehicle constructed
to carry, including the driver, four or more persons, the total
weight, when fully loaded, not exceeding two tons, a prize of
.'550 guineas will be given.
(/<) For the best mechanically propelled vehicle constructed to
cany either one or two or three persons, the total weight, when
fully loaded, not exceeding one ton, a prize of 250 guineas will
be given.
(c) For the best mechanically propelled vehicle constructed to
carrv, in addition to the driver, not more than one ton of goods
or parcels, the total weight, when fully loaded, not exceeding
two tous, a prize of 250 guineas wil! be given.
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I
(d) For the best mechanically propelled vehicle constructed to
carry, in addition to the driver, five hundredweight of goods or
parcels, the weight, when fully loaded, not exceeding one ton, a
prize of 150 guineas will be given.
Supplemental. — For the vehicle, whether passengers or goods,
propelled s>lely by a motor actuated by the vapour of oil or
spirit, having a lower specific gravity than 0-8, or a flashing
point lower than 73° Fah., Abel's test, aud constructed to satisfy
the requirements of any Act of Parliament, aud the rules to be
made thereunder for the time beiug respectively in force, which,
in the opinion of the judges, best satisfies the purpose for which
it is built, a prize of 100 guineas will be given.
The judges are to have the power to divide any prize in case
of vehicles proving of equal merit. At least two vehicles in a
class must complete the whole journey, or no prize for that class
will be given.
Propelling Power.
Any method of propulsion other than muscular power may
be employed, provided it be contained in the vehicle.
Quality of Oil for Power Purposes.
Except in the supplemental class, no oil or other liquid used
in any engine, whether for the production of an explosive
mixture, vapour, or foe fuel, shall liave a lower specific gravity
than 0-8, or a lower flashing point than 73° Fah., Abel's test.
Entries.
Entries are to be made on printed forms — to be obtained at
the offices of The Engineer — at any time prior to 6 p.m. on the
last day of March, 1897, being forwarded by registered letter,
addressed to the Editor of The Engineer, 33, Norfolk Street,
Strand, W.C, and accompanied by a deposit of £1 for each
entry, this deposit to be forfeited if the vehicle entered is not
submitted for competition.
Delivery. —Description and Descriptive Drawings.
The competing vehicles must be delivered at the Crystal
Palace, Sydenham, between the hours of 10 a>in. and 6 p.m. on
some day in the week prior the 24th of May next. Prior to the
delivery of each of the vehicles, there must be forwarded to the
Editor of The Engineer, 33, Norfolk Street, Strand, W.C, a
docket showing the weight of the unloaded vehicle, in complete
running order, with its store of fuel and water — if these are to
be used— this docket being furnished by a weigh-master of some
niblic weghing machine. At the same time there must be
orwarded six, at least, type-written or printed descriptions of
the machines, setting out, as briefly as possible, any peculiarities
of construction or of working to which the competitors desire to
draw the attention of the judges, aud also six sets of clear blue-
print drawings or sketch tracings, to a scale of not less than
li inch to the foot, illustrating the construction. These docu-
ments will not be returned, but on their receipt, a printed Form
of Request to the Crystal Palace Company, to accept delivery of
the vehicle, will be forwarded to each competitor by the Editor
of The Engineer, and this Form of Request will have to be
produced to the authorities at Sydenham when the vehicle is
delivered.
Opening-up of Machines.
After delivery aud before the practical working run, herein-
after referred to, each vehicle is to be opened up by a skilled
attendant representing the competitor in the presence of one or
more of the judges, or their representative, for their information.
PreHminury Huns.
Preliminary runs in the grounds of the Crystal Palace will be
mad} with each of the vehicles in succession by the competitor.-?
in the presence of the judges or of someone representing them.
Practical Working Hun.
This will consist of a run on the public roads of not less than
100 miles out and 100 miles home, or a total of not less than
200 miles, over a course to be announced three days prior to
that fixed for the run. It is impossible at present to ti>c the
exact date for this run, but it will probably be arranged for
Monday, the 31st day of May next. On starting for this run
from the Crystal Palace, each vehicle is to be fully loaded aud U
to have its full store of fuel and water, if these are used, aud is
also to carry the number of adult passengers for the class ia
which it is entered, one of whom is to be a representative of the
judges, who will be counted as part of the load.
Route Map.
There will be provided for each competitor, on making
application at the office of Tin Engineer, three days before the
practical working run commences, a route map indicating the
course which it is suggested the vehicles should take ; but the
competitors will be free to take any road they think proper
between the Crystal Palace and their destination and back.
Order of Starting.
Lots will be drawn to determine the order in which the
vehicles are to start It is intended that the first shall leave at
or about 10 a.m., and the remainder at intervals of 10 minutes.
During the run the representative of the judges shall keep, on a
printed form which he will have with him, a " log" of the run.
Change of Drivers.
Any competitor may change his driver at auy place en rou'.e,
if he should think proper.
Inspection of Vehicles on Return.
After the return of the vehicles to the Crystal Palace, it shall
again be opened up by the competitor and submitted to the
inspection of the judges, or their representatives, aud this prior
to anything being (lone to the vehicle in the way of repair or
renewal, except such as may have been effected during the run.
Further Huns.
Should the judges so determiue, further runs are to be made
on subsequent d rys by all or auy of the vehicles in the premises
of the Crystal Palace Company or on the public roads.
Disqualification.
The judges reserve to themselves the right of absolutely
disqualifying any vehicle or competitor from the competition for
any infraction of these rules or for any cause whatsoever, and
without in any way being bound to state the reason or reasons
for which such disqualification is made.
Number of Vehicles to be Exhibited by each Competitor.
No competitor, either directly or by any agent or otherwise,
is to enter for competition two similar vehicles in any one of the
classes above referred to, aud each vehicle is to be entered by
not more than one person, that is to say, in the name of one
individual or firm.
Responsibility.
While obeying in all respects the instructions of the judges, it
is u> be fully understood and agreed by every competitor that
no responsibility, legal or otherwise, is to attach either to the
judges, to the proprietors of The Engineer, or to the Crystal
Palace Company in respect of anything or for any damage or
injury caused to any person or thing, but all responsibility of
every sort and kind, whether pecuniary or otherwise, is to attach
to the competitor and is to be borne by h'uu.
Length of Practical Working Hun.
Auy velrcle which docs not complete the " practical working
run" at a minimum average speed of live miles an hour, U>
include all stoppages, shall be disqualified. The distance upon
which such time allowance will be computed will be fixed by the
judges aud slated on the route map.
Notb. — As the attainment of high t-pee.ls is not one of the
objects sought, it has been determined that, nothing in spi-cd
over 10 miles an hour will be placed to the credit of any
competitor, but, subject to this condition, and to any law or
regulation made by any local or other competent authority,
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [December, 1896.
the competitors may go as they please, at any speed they
think proper, running continuously day and night, or
stopping as they think best. If at the date hereafter to be
fixed for the trials the state of the law or of any local regu-
lations should make it impossible, in the judgment of the
proprietors of The Engineer, to hold the competition as at
present contemplated, no blame or responsibility shall attach
to them, or the judges, or to the Crystal Palace Company.
The following are the points which will be taken into con-
sideration by the judges in awarding the prizes : —
(a) Distance run without taking or receiving supplies of fuel,
oil, gas, electrical or chemical materials or electrical current, or
of any agent employed for actuating the motor. Freedom from
stoppages for repairs, adjustment, or for oiling, or any other
purpose or cause.
(6) Suitability of design and excellence of workmanship, not
only of the actuating machinery but of the carriage.
(c) Safety.
(d) Simplicity, durability, accessibility, and facilities for
repairs, absence of offensive smells, and of excessive vibration.
(e) Time occupied in getting to work and ease of starting.
(/) Speed — up to ten miles per hour — and hill climbing.
(p) Completeness of control by, and certainty and decision of,
steering and steering gear, and efficiency and durability of
brakes and brake gear.
(h) Weight of carriage and motor machinery and appliances.
(t) First cost and— to a limited extent — the cost of working.
(j) General efficiency.
Note. — The quantity of fuel, oil, gas, or power-giving
material or electricity used during the long duration ruu
will not be specially taken into account, although obser-
vations will be made by the judges on this subject, but
trials of short duration of the vehicles selected for further
te9ts will be made if deemed necessary for the purpose of
ascertaining the cost of working of the vehicles.
Judges' Decision to be Final.
The decision of the judges expressed in writing on any point
shall be final and binding on all parties, and from such decision
there shall be no appeal.
Copy of Rule* to be Furnished to each Competitor, and Signed by
Him.
Three printed copies of these rules will be supplied to each
competitor or his accredited representative, and no competitor
will be allowed to deliver his vehicle at the Crystal Palace until
he has signed one of these copies, and it has been banded in to
the Editor of The Engineer and formally acknowledged and
accepted by him. In signing and forwarding this copy of these
rules, the competitor shall accept all the conditions herein
imposed upon him, and shall agree to be bound in all respects
by them.
Official Number and Stamp on Vehicles.
Prior to the start for the long-distance competition, there will
be attached to each vehicle, in some convenient place, a card
stamped with the judges' seal and bearing upon it the number
assigned to that particular vehicle for the purposes of the com-
petition. The seal must not be broken, otherwise the vehicle
will be disqualified.
Paragraph to be Signed by Competitors.
I agree to abide, and be bound, by the above rules and con-
ditions, or any modifications of them which the judges may
think desirable or necessary.
DOINGS OF PUBLIC COMPANIES.
Signed ...
Address
Competitor in class
New Beeston Cycle Co. (Limited).
The Future of the Motor-Cycle.
The first ordinary general meeting of the shareholders of the
New Beeston Cycle Company (Limited) was held on the 18th
idt. at the Institute of Chartered Accountaute, Moorgate Place,
E.C., under the presidency of Mr. Harry J. Lawsou (the chairman
of the Company).
The Chairman having explained that this was only the
statutory meeting, stated that the amount subscribed by the
public was about £180,000, out of which some £80,000 or
£90,000 would form the nucleus of working capital. As they
knew, the share capital was £1,000,000, and if at any future
time further issues were made half of what would be raised
would go to increase the working capital. After dealing with
the ordinary cycle trade, with which we are not specially
concerned, he said : — I am happy to be able to tell you that in
that famous ride on Saturday, which will form one of the
historic pages in the history of England (applause), we showed
the world that we can go by ourselves unassisted, with self-
acting carriages and cycles, from London to Brighton or anywhere
we please. I am pleased to tell you that on that ride one of our
motor-cycles was the ouly one of its class that got through.
(Applause.) It was ridden by, I might almost say, a boy, and I
believe he had never ridden in a race, and I do not believe he
had had any experience whatever of a long journey. We saw
him on the machine ; we saw him get along without working,
and he went up and down the hills with the greatest facility,
beating all the trotting mares which were out to join in the
procession. He arrived in Brighton, notwithstanding the
thickness of the mud, a dead head wind, and a pelting rain,
in a little over four hours, and the British Motor-Car Club
awarded him a gold medal for his exploit. (Applause.) I go
out before breakfast every morning when the weather is tine on
one of these Beeston motor-cycles, and I can assure you it works
wonderfully well. Now, in the matter of the sale of these
machines we want you to assist us, and in connection with this
there is one man who wants to be worried— I pity him more
than anybody else — and that is our much respected manager.
1 am sure that if you had experience of them there is not one of
you gentlemen who has £50 or £60 to spare who would not
obtain one of these Beeston motor-cycles. In it you have a
horse under you which will do whatever you wish, and you can
regulate it very easily. It does not matter whether you are
old or young, or male or female j you have a willing servant
which will carry you anywhere. You can go to Scotland with
it, and you are thoroughly independent of horses or vehicles if
you possess one.
Dr. C. W. Iliffe followed, and in the course of his remarks
said :— As to the motor-cycle, 1 may say that Mr. Lawson sent
down a telegram to the works on Thursday, with regard to
Saturday's tour to Brighton, desiring that a motor-cycle should
take part in the journey. The result was that Mr. Gorton's
son, who had not ridden the cycle more than four or five times,
was selected to ride it, and it is now a matter of history how well
the little machine came out. It started under the most unfavour-
able circumstances from the Hotel Metropole. It reached
Reigate in the most respectable time, being fifth in the line of
arrivals there. After a quarter of an hour's delay, it proceeded
to Brighton, which it reached in the unprecedented time of four
hours and three-quarters. (Applause.) At Keigate and Brighton
electricians and engineers of very great competency examined
the machine, and one and all pronounced this verdict : that it
was the very best machine on the road. I may say it was the
only one of British manufacture there. (Applause.)
A Shareholder : Do you make the motor-carriages ?
Dr. Iliffe : No ; only the motor-cycles. Our department is
that of manufacturing ladies' and gentlemen's motor-cycles,
together with the general cycle industry.
A vote of thanks was accorded the chairman and directors,
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121
and the proceedings closed. Shareholders afterwards inspected
one of the motor-tricycles which had been brought into the
Anglo-French Motor-Carriage Co. (Limited).
The statutory general meeting of the shareholders of the
Anglo-French Motor-Carriage Company (Limited) was held on
the 24th ult., at Winchester House, Old Broad Street, E.C., under
the presidency of Mr. E. B. Ellis-Clark. The Secretary (Mr. F.
H. Firth) having read the notice convening the meeting,
The Chairman said : — Gentlemen, — You know that the
Company was formed to exploit the system of M. Roger, who
had small works in France. These works, as was stated in the
prospectus, were altogether inadequate for the carrying on of a
large business, and one of the first things that the directorate
did wan to look about for fresh works in France. The French
directors found very suitable premises, and Mr. Barrett and I
were deputed to go over to see these works. We thought them
admirably adapted for the purpose, but of course they were
simply works without any of the necessary machinery to carry
on our operations. While negotiations were in progress for
these, the French directors saw that considerable delay would
take place in equipping an empty factory, and although they
continued negotiations for this factory, they immediately set to
work to see if they could not find works completely equipped
for our purpose ; and in the course of some little time they were
successful in putting their hands upon works which they thought
were very suitable. Mr. Barrett and I went over to Paris again,
and I must say that in the course of a long experience I do not
think I ever saw a factory that was so suitable for the purposes
of our business. Not only the machinery that was there, but
the order and the planning of everything was modern and
up-to-date. It is just a place that we ought to have to carry
on our business in Paris ; in fact, if it had been designed for
our works, it could not have been better. A great deal of time,
thought, and money has been spent upon the place. Negotiations
are still proceeding for the acquisition of this factory. These nego-
tiations in England are often very protracted, but my experience is
that they are very much more protracted in France. The nego-
tiations, however, are now being actively carried on by the
members of the board in Paris, and I believe, from information
which we only received this morning, they will be successful in
their endeavours to obtain this factory for us. All I can say is
that if they do we shall have one of the best factories in France
for the purposes of our undertaking. Meantime, we have not
been idle in England. Messrs. L'Hollier and Gasooine set to
work to try and find us a factory in Birmingham, which we
consider the most central neighbourhood for our business. We
have taken premises occupying about 3,000 square yards, which
we are now equipping in what I think I may call a modest
manner. We are not going to spend so much money there, to
begin with, as we had anticipated, owing to the proposal to
acquire this factory in Paris. Mr. Gascoine is here to-day, and
he will tell you that we are very nearly ready to commence work
there, and 1 hope that within a few weeks we shall commence
to make our carriages in England. A good many of you — in
fast, I suppose all of you — have been interested in the accounts
of the recent motor-car tour to Brighton, and I daresay some of
you may have been rather disappointed at our not having
occupied first, second, or third place in what finally, although it
was called a tour, came with some to be absolutely a race. Well,
the fact is, that the leading vehicles in this race were not the
ordinary motor-cars of commerce, if I may say so ; they were
specially-constructed for the Marseilles race, and they had
10 horse-power, whereas ours only had 5. We put into that
tour the ordinary vehicle such as we should sell every day to our
customers, and therefore we did not occupy that position in the
race which probably some of you thought we should have done.
That race, however, has taught us a great many lessons, and has
been very useful to us in every way. For my own part, I am
very glad that it took place, because it will enable us, before we
make any other stojk, to effect certain modifications and
additions to our motors which, 1 believe, will enable us to have
the very best motor-car in the market. After dealing at some
length with the prospective value of their patents, and to the
fact that they intended at first to build carriages of utility
instead of vehicles of luxury, he concluded by saying : — We have
got a great many orders and inquiries coming in every day — I
had forgotten to say that the Paris house is making motors for
carriages for the distribution of goods for the Louvre. I think
all this shows that we have got a first-rate carriage. I may also
say that there is a cab company at Bordeaux which has investi-
gated all the motor- carriages, and come to the conclusion that
ours is the best, and they are forming a company to put our cabs
on the streets of that city. I shall be very glad to answer any
questions that may be put to me by the shareholders, and will
say, in conclusion, that I believe we have got a first-rate future
in front of us. (Applause.)
At the request of some of the shareholders, Mr. Gascoine
(the manager) said : — It seems to be the opinion of everybody
in the Midlands that we have been exceedingly fortunate in
securing such first-rate works there. The rent is low ; we are
nearly all on the ground floor ; we are right in the centre of the
city, and we shall be able to combine show-rooms with the
factory. As far as the Birmingham part of the business is con-
cerned, everything is looking exceedingly favourable. We have
been getting 50, 60, and up to 80 letters every morning, and
although we find our difficulty at present is to secure orders,
owing to the fact that we have nothing to show as samples of
English-made carriages, or even of foreign-made carriages, in
the course of a few days we shall have English-made delivery
vans which we can show customers, and directly we do this we
shall be able to secure numbers of orders. The question has
been mentioned about the suitability of electricity as compared
with benzoline. I am sure it is very satisfactory for us to see
in to-day's Press that Edison, the eminent electrician, gives it
as his candid opinion, that at present electricity has not a
chance with the motors in the market worked with steam or
gas. Our motor is practically a gas-motor, only instead of using
coal-produced gas, we use gas which is generated by benzoline.
Of course, our business is not a speculative business. As our
Chairman has said, we are not making any attempt to puff it ;
we want to go slowly but surely ahead, and produce something
which is really practicable, and then I am sure we shall have a
great success ; there will be no lack of orders. (Applause.)
A vote of thanks was then passed to the chairman.
NEW COMPANIES REGISTERED.
[ Under this heading we intend in future giving a full list of any
new Companies registered which tale power to make, deal, or
become interested in any manner in autoraotor vehicles. Where
detailed particulars are not given under this beading we shall be
pleased to reply to inquiries through the " Answers to
Correspondents' " column. All communications should be
addressed to the Editor. The only stipulation which we male
is that where the inquiry involves a search of the records at
Somerset House— as in the case of information on the subject
of the holdings of shareholders — a postal order must be
enclosed to cover the Government stamp of one shilling which
is charged before a search is allowed to be made.]
Armstrong-Dove Motor Syndicate
Anglo- French Cycle Co.
Australian Cycle aud Motor Co
A. B. C. Cycle Fittings Co
Auxiliary and Light Railways and Tram-
ways Co.
British and Colonial Cycle and Components
Syndicate
Birmingham Tubes (Limited)
Brainard's Pneumatic Tyre Machine Syndicate
Birmingham Pneumatic Tyre Syndicate
Capital.
&
6,000
30,000
75,000
50,000
10,000
10,00:1
•250,000
25,000
•25,000
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THE AUTOMOTOR AND HOUSELESS VEHICLE JOURNAL.
[December, 1896.
Capital.
£
Coventry Machinists' Co 10,000
Chorlev Railway Wagon Co 20,000
Casswell (Limited) 50,00!)
Chainless Gear Manufacturing Co. .. .... 8,000
Cycle and Motor Accessories Co 10,000
Duthoit Brothers 2,000
Haddon Cycle Co 60,000
Ibex Development Co 25,000
International Communications (Limited) .... 10,000
Improved Cycle Saddle Syndicate 3,000
J. B. Dunlop Cvcle Fittings and Engineering
Co ' 75,000
KottinGearCo 60,000
London Electrical Cab Co. 15,000
Lillie Cycle Co. 10,000
London Motor-Car Works Co. 10,000
Laurie and Marner 60,000
Lonsdale Cycle Co 2,000
Max-Saturn Electrical Syndicate 3,000
Miracle Cycle and Components Manufac-
turing Co 2,500
North Worcestershire Cycle Manufacturing
Co 10,000
Non-Collapsible Tyre Co 130,000
Newcastle Cycle and Engineering Works Co. 1,000
O'Brien's Patents 20,000
Player Brothers, Coventry (Limited) .... 2,000
Phoenix Accumulator Syndicate 2,500
Pioneer MoLor-Car Syndicate 10.000
Puncture Locator Syndicate 10,000
Pneumatic Compensation Cycle Co 15,000
Prince Motor Syndicate 50,000
Ramsay's Horse, Carriage, Cycle, and Auto-
Car Repository „ 60,000
Stouehouse Works Co. 5,000
Slenths (Limited) 25,000
Singer Cycle Co. (Russia) 40,1)00
Speed Manufacturing Co 10,000
Starley Brothers aud Westwood Manu-
fa Jturing Co 1 10,000
Sans|»areil Cycle Co 30,000
Self-Adjusting Bicycle Support Co 25,000
Traffic Syndicate (Limited) 10,000
Whitehead's Auto-Cycle Co 2,000
Windliam Pneumatic Tyre Syndicate .... 5,000
Woodley Co. (Limited) 125,000
Yeovil Motor-Car and Cycle Co 1,000
Zenith (Folding) Cycle Syndicate 6,000
Motor Development Corporation (Limited).
Registered November 24th, with a capital of £25,000 in £1
shares, to adopt an agreement with John V. Sherrin, to manu-
facture, sell, and deal in motors, rims, cycles, and other vehicles,
and carriages, and to carry on the business of engineers,
machinists, titters, founders, &c. The number of directors is
not to be less than three nor more than live ; the subscribers
are to appoint the first. Qualification, £1,000 ; remuneration,
£150 each per annum. Registered -by W. T. Hick, 2, Church
Court, Clement's Lane, E.C.
Hastings and St Leonards Engineering, Cycle,
and Motor-Car Co. (Limited).
Registered November 18th, by C. Doubble and Co., Serjeants'
Inn, E.C, with a capital of £2,500 in £1 shares. Object : to
enter into agreements with N. Chennells and W. Wingfield, and
to manufacture aud deal in cycles, motors, carriages, carts, bath-
chairs, wheels, tyres, machinery, &c. The directors are R. H.
( Jaby, L. O. Glenister, N. Chennells (managing director), J. C.
Miller, aud W. Slade, junior. Qualification, £25 ; remuneration,
£80 per annum, divisible.
Road, Hastings.
Registered office : 37, Havelock
English Serpollet Motor Syndicate (Limited).
Registered on November 18th by Ashurst, Morris, Crisp, and
Co , 17, Throgmorton Avenue, E.C, with a capital of £100,000
in £1 shared. Objects : To enter into an agreement with George
Hopkins, Gustavus P. Harding, John T. B. Sewell, and Charles
O. Maugham ; to make, sell, let, exchange, deal in, and dispose
of engines for motive or other power, motors, motor-cars, cabs,
cycles, omnibuses, trams, carriages, and vehicles ; and to carry
on the business of mechanical, hydraulic, and electrical
engineers, manufacturers, and contractors, machinists, smiths,
engineering tool makers, boiler makers, &c. The first directors
(to number not lew than three nor more than seven) are to be
nominated by the subscribers. Qualification, £200. Remune-
ration, £500 psr annum and a percentage of the profits divided
between them.
Westralian Motor-Carrying Co. (Limited).
Registered on November 24th, by J. A. Maxwell, 97 and 98,
Bishopsgate Street, E.C., with a capital of £7 in £1 shares.
Objects : To carry on the business of carriers, transport agents,
coach and carriage builders, cycle, motor, carriage, and autocar
manufacturers, dealers, and repairers, machinists, &c. Registered
without articles of association.
New Issues.
The British Motor Syndicate (Limited).
The issue of this Company's shares at a premium is fully dealt
with in an article which will be found on page 103. With
reference to the result of the venture the following statement,
made by Mr. Harry J. Lawson to an interviewer, is the only
official intimation which has been made : —
" The issue of the British Motor Syndicate was merely for a
certaiu amount of increased capital. We didn't expect, nor do
we need, the whole of the capital for which we asked the public
to subscribe. The issue has been very successful indeed, and
the most enthusiastic people in connection with it are the share-
holders. As far as the position of the new shareholders is
concerned, I am willing to make a public statement that, in my
opinion, their shares will be, in a very short period, at a much
higher price than £3. We have everything of the most improved
character in electricity and steam, which we would not take
anything for. My own belief in the system is shown by the
fact that I have nearly all the money I have in the world —
except some house and land property— invested in these motor
patents and in the different companies owning them."
The Defiance Cycle and Motor-Car Company (Limited),
Swansea, has been floated, with a capital of £10,000. It is
understood that nearly all, if not all, the shares have been taken
up by a few local gentlemen, and the manufacturing operations
will commence at Swansea in January next. Suitable premises
on the Strand are available.
A few days ago Sir David Salomons, the President of the
Self-Propelled Traffic Association, was to be seen driving in the
Park, iu Fleet Street, and other crowded thoroughfares, in a
new Serpollet carriage which he has just received. Consider-
able improvements have been made upou the original design,
and an early opjxirtunity will be given for inspection of the
carriage in Loudon.
Jezeli Pan zechcisz oglaszac w pismie naszem prosze podac
nazwe "The Automotor and Horseless Vehicle Journal.''
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Dbcekbsb, 1896.] THE AUTO MO TOR AND HOUSELESS VEHICLE JOURNAL.
123
THE DAIMLER MOTOR.
At the request of several correspondents, and in pursuance of
our arrangements to publish sectional views of typical motors,
we illustrate the details of the celebrated Daimler engine. The
patentee, Herr Gottleib Daimler, was for a considerable period
associated with Dr. Otto in the work of perfecting the well-
known gas engine which is identified with the name of the
latter. , Since Herr Daimler commenced business on his o»n
account he has gained the unquestioned position of being the
leading designer of oil-engines for motor-carriages on the
Continent. I£ia first application to a bicycle was made in 18S6
—and his then effort was illustrated in-our last issue — while in
the following year he applied the same prineiple to a motor-
carriage. ■ .
I until the piston reaches the end of its stroke. The amount of
I compression to which the gas is subjected on the return stroke
| of the piston, can be regulated in accordance with the spriug
I employed. It varies, as a rule, between 42 and 50 lbs.
The explosion takes place immediately after compression as the
I piston is starting on the second forward stroke. The firing is
effected by means of the platinum tube C, heated to incan-
descence by a burner B, the contact being effected by means of
1 an automatic movement actuated by a reciprocating member of
| the engine.
i On the return stroke the burnt gases are discharged through
i the bottom valve, which is lifted by the rod A, raised by a cam
I working on a small shaft, which only rotates at half the speed
' of the main shaft, so that the rod A is only operated every
! other revolution.
'• The cylinder I is cooled by the water-jacket, while the disc M,
and the rods are enclosed in air-tight casing L, to protect them
from dost and dirt. The shell is partially filled with oilt so that
the crank shaft, rods, and disc are perfectly lubricated. The
ordinary rate of working is high, viz., 700 revolutions per
minute, but in consequence of the efficient oiling arrangements,
there are no difficulties in this respect.
AUTOMOTIVE" VEHICLES.
His engine consists in its main essentials of two cylinders
cast together, the operations involved, viz., the drawing in of
the explosive mixture, its compression, explosion, and expulsion
of the waste products, following exactly the " Otto cycle," which
is so well-known to all interested in the matter.
The automatic system employed to supply the requisite charge
of oil to form, in combination with air, the volatilised explosive
charge is very neat and simple. The float chamber is connected
with the reservoir containing the main supply of oil, the float H
regulating the inlet of petroleum so that it cannot rise above the
fixed level in (J. The oil is in consequence conveyed to the jet
E at a constant pressure, being vapourised at that point by the
induced draught, caused by the suction of the piston. The
carburetted air passes through the valve into the cylinder freely
At a special meeting of the members of the London Chamber
of Commerce, held on the 1st inst., in the Council Room,
Botolph House, Major Flood Page delivered an address upon
" Motor Vehicles."
\ Mr. W. H. Willans, Chairman of the Council, presided, and
the large audience which assembled on the occasion included
line Count de Torre Diaz, Baron G. de Reuter, Mr. John
M'Call, Mr. Boverton Redwood, Mr. W. Mowat, Mr. Alexander
Sclanders, Mr. J. Lulham Pound, Mr. A. R. Bennett, Mr.
George J. Jacobs (President of the Institution of British
Carriage Manufacturers), Mr. A. R. Seunett, Mr. J.-H. Mace,
Mr. L. Epstein, Mr. W. B. Leaf, Mr. C. J. Wharton, Mr. J.
M'Andrew, Mr. F. S. Tomkios, Mr. Walter Hancock, and
Mr. Kenrick B. Murray (Secretory).
The Chairman, in oiiening the proceedings, remarked that
the attendance that afternoon was a clear indication of the
interest taken in the subject of the lecture.
Major Flood Page, in the course of his address, stated that
since the Act of Parliament relative to the subject of his address
had referred to motor-cars as light locomotives, they would, so
far as they were concerned; have to use that most unfortunate
name. But they must have one word for everyday use, and
since locomotive had been mono]>oli8ed by steam he would
suggest the word "automotive." He continued to give a history
of the various means of locomotion, observing that the first
omnibus appeared in Paris in 1828, and in London one year
later. In 1823 there were only 12 cabs in London, and in 1880
there were 25,000 hackney carriages, while at the present
time there were 115,000. France had ever lieen before England,
and was now in advance of her in respect of the automotive.
That was, he remarked, to a great extent due to the restrictions
placed upon their use. Continuing, he dealt with the regulations
laid down by the Local Government Board, the stringency of
which was, to some extent, again due to the words " light loco-
motive/' He believed that experience, however, would soon
alter the present regulations, and he ventured to prophesy that
before many years had passed there would hardly be any restric-
tions other than those at present in force with regard to horse
traffic. They would find that but one of the rules drawn up by
the Local Government Board would be sufficient, and that would
be the one regulating the speed to a " reasonable '' and " proper '
rate, having due regard to the safety of foot jwssengersand other
vehicles. The automotives would be found to lie of great com-
mercial value, and he firmly believed that in the near future quite
different regulations would bo in force. There was one very
satisfactory feature in the regulations, and that was that
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THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Decmmer, 1896.
they should only have effect for six months, and during
that time he trusted they would be able to overcome
the public nervousness, and that of the authorities. He
would like, however, to protest against the action of the Chan-
cellor of the Exchequer, who had caused to be inserted into
the Act a clause which was iniquitous. It was to come into
force on the 1st of January next, and stipulated that in Great
Britain every automotive should be subject to an additional
duty of Excise, in the case of an uuloaded vehicle weighing
under one ton to the amount of two guineas, and under two
tons three guineas. They would thus have two classes of
omnibuses in London, one paying a tax of 15«. and the other
of £3 18*. With regard to the commercial results of the
introduction of the automotive, he anticipated they would affect
the petroleum trade, mechanical engineering, the carriage trade,
railways, and by no means least of all, the war departments of
every country in the world. The new industry would find
work for thousands of men, though some, of course, would be
displaced. Most of the automotives at present in this country
were of French construction. He saw no reason why this
should not be a purely British industry in every particular,
for he believed it had come to stay. He continued to
criticise the various methods at present employed in regard
to the motive power used by tlie automotives, expressing
the opinion that electrically-propelled vehicles would find
favour in towns, inasmuch as the electricity could be easily
supplied, while in the country districts he believed petro-
leum and steam would be more extensively used. He was
of opinion that the automotive would in England supply the
place of the canals of the Low Countries ; and if the farmers
did not, commercial men must organise the agricultural districts,
so that they might, by the additional means of local communi-
cation afforded them, strive to retain within the United Kingdom
a large proportion of that money now paid to the foreigu farmer.
There was plenty of room for improvement in the automotive,
and he did not believe that the automotive of the future was yet
built. They were at the beginning of a new era of internal
communication, and he firmly believed that trade and commerce
would benefit by it.
Mr. Sknnktt, in paying a compliment to the lecturer, said
that he had clearly shown that there was much work before
both engineers and carriage-builders of this country, and he
thought it was quite useless for them or anybody else to waste
time in the invention of a new name for self-propelling vehicles.
If, however, they chose to do this, he thought the name should
be one which carried its meaning on its face, which he certainly
did not feel was the case in regard to the word suggested by
Major Flood Page, namely, " Automotives " ; for such a word
could with equal appositiveness be applied to ordinary stationary
motors, and also it would be necessary to tack on to this newly-
invented word the name of the vehicle. If you called through
your telephone, " George, bring the automotive," what could the
groom do but "phone" back, "Which one, sir?" (Laughter.)
Now, if you simply made use of the word " motor " in front of
the vehicle you desired to refer to, all trouble was at an end.
Thus you could call for your motor- Victoria, your motor-dog-
cart, motor-van, motor-wagon, motor-omnibus, &c. Complaint
had been made that the regulations of the Local Government
Board were too stringent, and should be done away with to a
very large extent. He thought that in introducing a new
innovation it was better to err on the side of safety, at least
until" such time as it had been demonstrated that such stringency
was unnecessary, when it could be with advantage removed.
Mr. Sennett defended the employment of a double brake on self-
propelling vehicles, pointing out that it was not only a means
of increased safety but one of considerable convenience. He
had driven various motor-carriages considerable distances, and,
especially in the heavier types, he found it a great convenience
to have two brakes, so that the wheel or hand-brake might
be applied gently to take the weight off the carriage when
descending a hill, and its speed and general control affected by
the foot brake. If you had a simple brake so powerful as to
comply with the regulations, you would find that brake a very
inconvenient one for gently slowing up, and manipulating
amongst tiatlic. What he thought was required, was a very
, handy brake for general use applied by the foot, and another
and more powerful one for hill descending. Beference had been
made to the difficulty of estimating speed. If this were neces-
sary to be done, he did not see much difficulty in it ; all you
i had to do was to take a measured distance, say, between one or
more lamp-posts, and note the time occupied in the transit
between them. It was certainly somewhat of an anomaly that
Parliament should be practically unanimous in removing a
burden from an industry, and then immediately go and tax
it, but he thought, however, the immense economy which
mechanical self-propelling traffic would shortly show over
horse-drawn traffic, would not only neutralise the effect of
the taxation, but would render it of small moment. One
benefit to urban traffic should shortly be brought about, and
that was the adoption of a sixpenny cab-fare system. This
would probably be found of great advantage not only to the
business man, but also to the proprietor and to the driver. One
thing he would much like to draw the attention of the meeting
to, and that was the reprehensible practice adopted in this
country of leaving horses, from the mouths of which the bits
had been removed, standing quite unattended outside wayside
inns, and in other positions. This, he thought, amounted to
culpable neglect, and should be dealt with by legislative enact-
ment, if County Councils possess not the power to stop it. He
had run a good many miles in France, and the petroleum motors
certainly frightened country horses, although town horses took
but little notice of them ; "accidents from this cause were there
Crevented by the prevailing practice of attaching all horses left
y themselves to a ring in the ground by means of a rope.
In the new Act provision, of course, had, very wisely, been
made for the carrying of a light on motor vehicles ; he was
sorry that the word was used in the singular — which he under-
stood was a slip on the part of the draughtsman — two lights
should, undoubtedly, be provided for, for the use of a single
lamp by cabmen and others without reference to the "near" or
" off " side was decidedly a source of danger. He thought it
would be a good thing for users of motor vehicles voluntarily to
use two lights, and to put on the "off" side a small disc of
green glass, about the size of a penny, in front of the flame, and
another of red glass on the " near " side. By this means both
the position and direction of going of the vehicles could at
once be ascertained. This would obviate a vast amount of
slowing-up in travelling on country highways, a thing which
he hoped would shortly be practised to a very great extent
for the transport of farm and market garden produce. The
point, however, he wished to call attention to was, that if it
were necessary on the part of motor vehicles to carry lights,
it should also be made compulsory on the part of horse-drawn
vehicles. (Hear, hear.) The latter were the most dangerous,
from the fact that the animal's head projected some 10 feet
beyond the point of support of the light, whereas with motor-
vehicles these were almost invariably placed quite at the front
of the vehicle. He regretted to learn that it was a moot point
as to whether County Councils could enforce regulations for the
universal exhibition of lights upon vehicles. Mr. Sennett
thought this point should l>e cleared up without delay, and if
any further legislation were necessary it should be entered upon
at once. With regard to the best form of motor, he thought
Major Flood Page had dealt with this matter with commendable
impartiality. Undoubtedly, various forms of motors possessed
advantages under various conditions, but with regard to
electricity, it should be pointed out to the non-technical
mind that electricity as used in modern motor- vehicle
work was not a motive power at all ; it was merely a
vehicle for the reproduction of motive power which had
previously been obtained from a steam-engine, therefore, if you
could run, for example, an omnibus by means of steam power,
without visible emission or noxious exhalations, it was clearly
far more economical to use steam directly for that purpose
than through the intervention of electricity. He felt, however,
that there was a great future for electricity in urban tratfic,
and he hoped it might not be long before we had an efficient
electrically propelled cab system. With regard to petroleum,
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125
undoubtedly there was a vast field open for this in the future,
but at the present moment petroleum and gas motors had not
been made sufficiently adaptable to motor vehicles, that it
might be said their employment in this relation was an un-
qualified success. The shortcomings of steam-motors, indeed,
were so much less important than those of petroleum-motoi-s
that it was more convenient to follow the unscientific course
of using petroleum to raise steam and drive your vehicle by
steam fiom petroleum than by petroleum direct by means of
explosion or internal combustion ; no doubt, however, develop-
ments would speedily take place now that our highways are
open. With regard to the employment of motor vehicles in
war, referred to by Major Flood Page, he thought there was
a vast future open for them in regard to commissariat and
transport work, but he begged leave to differ entirely from
the Major in regard to horseless gunnery. The French (jfovern-
nient had had transport vehicles built upon the Serpollet
system, and these had been severely tested, and had fulfilled
the requirements admirably, but the military authorities pointed
out that, with regard to gunnery, if you had a gun drawn by
half-a-dozen horses, and one were shot down, another could
be quickly harnessed, whereas if you had a shot through your
motor your gun was at once hort de comlxtt. With regard to
the formation of companies, he thought it was certainly neces-
sary to form companies for the purpose of development, and
although the lecturer had referred to the loss of millions in
reference to the introduction of electrical lighting, Mr. Senuett
pointed out, amid much laughter, that this money had not sunk
either into the sea or the land, but had merely changed hands.
The public must exercise discretion and look out for themselves,
which he admitted was a very difficult thing, now that company-
promoters were so much on evidence, and actually run their own ,
newspapers.
Mr. G. J. Jacobs, Master of the Institute of Carriage Manu-
facturers, made some very amusing remarks, pointing out that
constructors of petroleum motors should hasten to perfect them,
because it would be decidedly infra dig. to see a coachman in
his pig-skins, pink tops, and cockade, working away with hammer
and chisel ou his carriage by the roadside. He said coach-
builders of this country were waiting for the engineers to decide
what motor was to be used, for they had to make the body,
whilst the latter made the soul. They indeed were more con-
cerned in the making of things of beauty, and they were quite
prepared to make an elegant equipage when the matter of the
motor bad been settled, for it was that which determined the
general design.
Baron de Rkuter having spoken, and brought figures to show
that in the running of automobiles in Paris the fact had been
demonstrated that they were safer than horse-drawn vehicles in
that city, in which he believed the driving on the part of the
French coachman was the worst in the world.
Mr. Walter Hancock spoke as to what steam hail done in
this relation, and was likely to do, and gave souie interesting
particulars concerning the work of his uncle, the Mr. Walter
Hancock who had been so very successful in regard to the
running of steam omnibuses in London about 1830.
The proceedings terminated by a vote of thanks to Major
Flood Page, proposed by Mr. W. H. Willans.
THE STANLEY AND NATIONAL CYCLE
SHOWS.
not necessary to fully describe any of these, as they were
illustrated in previous issues. The New Beeston Cycle Company
and the motor-driven Olympia type of tricycle were also well to
the fore. Amongst miscellaneous exhibits the Silvertown detach-
able tyre and the Fleurs tyre deservedly attracted a large share
of attention ; while the D *arf Cycle Company showed a well-
made chainlets bicycle, which we understand they intend to
adapt to motor purposes at no distant date. The National
Cycle Motor-Car Insur.mce Company (Limited), of King
William Street, London, did a thriving business at both the
Agricultural Hall and the Crystal Palace — the secretary, Mr.
Willson, informing us that he had booked several good lines.
These famous exhibitions of cycles and accessories which have
just taken place have been greater successes than ever — whether
judged from the standpoint of attendance or exhibits. It is out
of our province to specially describe the exhibits, as they mostly
consisted of pedalled machines, the merits of which have been
fully discussed in the newspapers specially devoted to that ever-
growing industry. The British Motor Carriage Syndicate
(Limited) had a capital exhibit, which proved one of the
principal attractions, consisting as it did of some of the leading
types of vehicles which took part in the run to Brighton. It is
^r*^^*\^*^^^^v^^^^^***^^
A MOTOR RUN TO LIVERPOOL.
Mr. Wall, a stockbroker of Cork Street, Liverpool, contributes
an interesting description of a journey which he recently under-
took from London to Liverpool in an Arnold carriage. As
the journey was primarily intended for pleasure purposes, no
attempts at high speeds were made. The chief difficulty which
was experienced was in obtaining supplies of oil of the requisite
quantity to use in the engine ; but this will doubtless soon be
remedied by organisation. The following were the daily runs : —
miles. h. m.
Mondiv, Nov. 23, London to Barnct .... Hi 130
Tuesday, „ 24, to Towcester 48i fi 32»
Wednesday, „ 25, „ Dravton 52 8 29t
Friday, „ 27, „ Stafford 281 3 65
Saturday, „ 28, „ Whitchurch 34 6 50
Monday, „ 30, „ Birkenhead „ 34 4 15J
Breakages
20 a
31 31
2 40
28 51
• Hills and stones.
t Biour lost in byroa Is in duri.
J Good road.
70 or 80 miles travelled in the dark.
PROPOSED MOTOR-CARRIAGE AND
TRAMWAY COMBINATION.
The removal of the restrictions on the use of mechanically-
propelled vehicles is likely to result in the motor-cars. making
their appearance in Dundee at an early date. When it became
definitely understood that the cars were to be legalised the
directors of the Dundee Tramway Company took up the
question of making use of the new vehicles for the purpose of
developing their traffic in the districts where at present there
are no car lines ; and it is now more than likely that the
question of tramway extension in the city will be dealt with
by means of the motor-cars. The only part of the present
tramway system on which horse cars are run is the Perth Road
line, and under the present regulations mechanically-driven
cars cannot be run on that line. The intention is, however, to
make use of them in the districts where there are no tramway
lines, and which are at present entirely neglected by the
Comi«ny or only served by 'buses. It ha3 been suggested that
motor 'buses might be put on the Downfield route, and that
Birkhill and other country districts might have regular com-
munication with the city. It is also proposed that Fainnuir
and Lochee termini iniid't be connected in the same way.
MWVMAMM«WWVW«^
The Dai/i/ Chronicle of Saturday last has a wonderful repro-
duction of '"a print on a silk handkerchief which has been in
the possession of one family for 70 years." It is entitled "The
Century of Invention, A.n. 2<)(M," and some of the motor-
carriages represented are very apposite to-day.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Dkcembrb, 1896.
ELECTRIC TRAMWAYS ON HEAVY
GRADIENTS.
THE DURYEA MOTOR.— A £5,000 CHALLENGE.
The uusuitabilily of electric traction for tramways with heavy
gradients has been so often urged that some details may be
given of a line at Lausanne, newly o]>eued ami now working
successfully, where the maximum gradient of 11 '3 per cent,
extends for 300 yards, probably the heaviest in Europe. More-
over, the line is hilly for its full length of 7J miles. The cars
weigh empty six tons, carrying 26 passengers, increasing the
load to eight tons, and they have each two motors of 20 b.p.
to give a speed of from .12 miles an hour to 7 miles on the
heaviest gradient. The motors are of the four-pole type of
85 per cent, efficiency, and when developing 15 h.p. run at
540 revolutions. Emergency brakes are fitted to the cars,
consisting of a piece of iron with sharp teeth, which may be
lowered down and forced against a wooden rack rail, by which
means the car can be stopped within two yards on the 11 "3 per
cent, gradient. The overhead system is adopted, and the six-
pole dynamos at the central station are driven by two Crossley
gas-engines, each of 130 effective horse-power when working at
160 revolutions. They have flywheels of six tons weight. The
current produced can be varied from 100 amperes at 152 volts
to 140 amperes at 50 volts, and accumulators are provided at
the station.
AN
ELECTRICAL STREET-CLEANING
CAR.
A vehicle of this description has just been completed and will
shortly be introduced to the various municipal authorities. It
is 22 feet long, 8 feet wide, and 9£ feet high. Instead of being
placed at the side the motors and brakes are above the wheels
and axles, so as not to impede the action of the dust brushes.
Three large rotary brushes, fixed on the centre of the car, do the
sweeping and loading work on the same principle as a carpet
sweeper, and are covered with steel casings, whbh have proper
outlets for discharging the sweepings into the body of the car.
As to the car itself, it can be worked either backward or forward
without any change of machinery, the whole arrangemeut being
reversed by the simple pressure of a lever. The brushes make
five revolutions to each one made by the car wheel, and this
high-brush speed forms a powerful suction which takes up all
refuse matter and deposits it in the car. It is stated that the
car has a loading capacity equal to 50 carts ; can travel at the
rate of nine miles pe.r hour while performing its work ; and that
it can cleanse 45 miles of road in a day besides disposing of the
refuse gathered, the cost per mile of working being about 12*.
iM M ^ M *i*vwwir>nAAA"
CYCLES AND MOTOR-CARS IN PARIS.
The fourth Salon du Cycle was opened at 2 o'clock on Saturday
afternoon in the Palais de l'lndustrie. There was an immense
number of visitors, and several slight accidents resulted from
overcrowding. Many people found it iuijKxssible to gain admis-
sion. So great was the throng that when the Minister of
Commerce arrived on a visit to the exhibition a way had to
be made for him by a considerable body of police. At one time
exit was a matter of great difficulty, and to make matters worse
at dusk the electric light suddenly failed and people had to
groi>e their way out into the Champs Elysoes. There are
altogether 5Mt exhibitors, and the stands occupy not only the
entire ground -floor but also a portion of the first storey. France
is repiesented by fully 450 exhibitors. Since the last show the
number of motor-car exhibits hiis quadrupled. The leading
English firms are well represented, and the excellence and finish
of the work displayed on their stands receives general praise.
American exhibits occupy a very prominent place this year.
The Duryea Company— an illustration of one of whose carriages
appears on this page —are fully confident that they have one of
the best motors at present on the market. Mr. McKim, the
owner of the patents, is, however, not for the moment inclined
to sanction the publication of any details as to his special claims,
as he prefers to wait until everything is, in his opinion, complete,
instead of publishing points piecemeal. We hope, in an early
issue, to be able to publish in a concise form all information
which is likely to be required in respect to these patents. In
the meantime we hear that Mr. McKim has demonstrated in
a very practical way that he is not afraid to back his good
opinion of his Duryea motor, by sending a challenge to the
Secretary of the Motor-Car Club, suggesting, purely as a test
of endurance and suitability for road traffic, that he should
euter one or more of his carriages to compete (not for speed
necessarily) against any other carnages that the Motor-Car Club
may possess or control, the suggestion being that they should
start from Sc. Martin's-le-Grand and travel to Glasgow ami
back. The stakes suggested were £5,000 a side, to be deposited
with an official of one of the leading financial institutions.
This test was to be entirely as to endurance and suitability for
ordinary road traffic, and was in uo way to be a race, but, of
course, the limit allowed by law of 12 miles an hour would
have been permissible in the ordinary way. The suggestion of
Mr. McKim was, as we understand it, that the stakes were to
go to the winner, and the loser was to hand over the losing
vehicle for the winner to utilise in whatever manner he might
think fit We believe the Secretary of the Motor-Car Club
has declined the challenge for several reasous ; one being that
the Club does not own any motorcars, and another that the
Club and its members, headed by its President, do not, in any
way, countenance racing on the public highway. But, as we
have i>ointed out, the question of speed beyond the legal limit
was absolutely specified as not to have any bearing uj>on the
issue, we hardly think the latter reply was necessary. We believe
the challenge was specially extended to the President of the
Club or any other members who might possess vehicles which
claim to be" superior to or as good as the Duryea. In reference
to this latter extension of the challenge, we understand that
the same was laid before the President, and also handed to
Mr. Lawson, to deal with as representing the British Motor
Syndicate, but so far, we ljelieve, he has not taken up the
gauntlet.
Motor Cars. — Caution ! Before purchasing a motor car, wait
and see the Britannia Company's newly patented engines,
which require'no lamp after starting, and which require no
dangerous essence or spirit. Address, Colchester. No con-
nection with other firms advertising in similar name. [Advt.
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127
REVIEWS OF BOOKS.
"Phil May's Gutter Snipes." (London: Leadenhall Press.)
Price 6».
_ Oy another page we reproduce, by permission of the pub-'
Ushers, an illustration from this book. It is, unfortunately, not
one_ of the happiest of Mr. Phil May's endeavour*, as the
subject is not a very promising one. All who wish to see our
great pictorial humorist at its best should get this book ; the
artist simply revels in the scope for his pencil which is afforded
by the vicissitudes of life amongst street children. He is
mostly amusing ; but, when he chooses, his grim pathos brings
the tear to the eye. The 6*. edition has been exhausted ; but
the publishers intend to make a popular edition at half-a-crown:
As a Christmas work it should have an enormous sale.
"Carriages Without Horses Shall Go." By A. R. Ssnnett,
M.LM.E., M.I.E.E., and M.I.C.E., &c. (London : Whittaker
and Co.) Price 2«.
This is a marvellous cheap and able book. It has for hs
basis the paper which Mr. Seunett read before the British
Association on "Horseless Road Locomotion"— a notice of
which has already appeared in our columns ; but Mr. Sennett,
who is undisputaoly an authority on this subject, has elaborated
upon the paper, and by the aid of some 40 admirable illustra-
tions he traces the evolution of the motor-carriage from the
types in vogue in the early days of the century ; and while
doing ample justice to the progress which has been made by our
Continental friends, points out the lines on which future
improvements are almost certain to proceed. The Locomotives
on Highways Act, 1896, and the regulations which have been
made under it, are fully set out and commented upon. The
book cannot fail to be of service to all concerned in the manu
facture and purchase of these vehicles : while all general
readers who wish to be " up-to-date " in this matter will consult
this most reliable guide.
*
" Auto-Cars." By D. Farman, M.I.E.E. Translated from the
French of Lucien Serraillier. (London : Whittaker and
Co.) Price 5*.
This is one of the most practical books yet written on
automotor work, and, as might be expected, it is the production
of a Frenchman. The author is well-known on the other side
of the Channel as an expeit on the matters of which he writes,
and the Baron de Zuylen de Nyevelt, president of the Auto-
mobile Club of France, in writing the preface to the work has
emphasised this fact. After an admirable chapter upon
theoretical matters and formulae, in which the theory of
engines in general is sufficiently explained and investigated, the
author describes in detail the whole of the leading motors and
carriages. All necessary details are fully described and
illustrated — the engravings, of which there are 112, being very
clear. M. Farman, while being a keen advocate in favour of
petroleum, is fair in his remarks ; and his book should not only
be perused — but studied— by all who wish to take up the
subject at the point to which Continental engineers and
carriage builders have carried it. A sufficient index is con-
tained in the book, and tends considerably to its utility as a
work of reference.
rate the pitfalls which may present themselves to the layman
who attempts to interpret the law, we prefer to let Mr. Grim-
wood Mears speak for himself. In the course of an interview
he said : —
" From a lawyer's poiut of view the accidents will group themselves
mainly under three heads. There is, first, the inevitable accident;
then that due solely to the negligence of the party causing the
damage; and the third instance in which the party injured himself
contributed by his negligence to the damage he sustained. This
classification does not pretend to be either scientific or exhaustive,
but it presents the familiar divisions usual to this class of work. In
each of our three heads the principles of law are clear ai.d well
defined, the difficulties that arise are mainly on account of the facts
being complex and controverted. A few simple illustrations will
present the definite rules which tend to establish the liability or
immunity of the parties. And, first, inevitable accident. Appro-
priately enough we may call our illustration a " hard case." A is
crossing the road ; a runaway horse belonging to B turns the corner
rapidly and knocks A down. What is A's remedy ? Briefly and
bluntly he has none, providing the accident is not due to the negli-
gence or lack of skill of B or his servants. At the time of the
accident both were in possession of equal legal rights. B had as
much right to ride or drive a horse along the highway as A had to
traverse it on foot. The mere fact of a horse bolting is not, per se,
evidence of negligence. Before A can recover he must show that B
or his servants did some act inconsistent with the standard of
prudence required from a reasonably competent and carefnl man.
By thus showing that B might have avoided the accident, had he
used more care or been reasonably expert, the case is at ones removed
from the category of inevitable accidents, and, therefore, does not
impair the general rule that for an inevitable accident there is no
remedy.
" A plaintiff who is suing either for injuries to his property or to
his person by reason of collision or running down must give evidence
of negligence before his case can be submitted to the jury. This must,
of course, be understood to be true of those cases only in which there
is no contract between the parties. We are taking the ordinary
instance where A collides with a vehicle belonging to 1) or runs over
B, a person previously unknown to him. B then must, as we havo
said, prove that A was negligent, and he must further show that the
negligence and resulting damage are clearly and uninterruptedly con-
nected. The mere fact that an accident has happened is not enough.
Occasionally there are presumptions raised by the law in a person's
favour. One of the meat important of these is that which in a sense
protects the person crossing the road from the vehicle which knocks
bim down. The foot passenger needs less evidence of negligence to
support his case than if he were a plaintiff seeking to recover damages
by reason of a collision between vehicle and vehicle. We have,
therefore, seen that when an accident takes place the person injured
mast prove that the defendant was guilty of negligence, and that it
was from this negligence that the damage ensued."
Many warnings and admonitions are given in the volume, but
our advice is buy the book and save money in litigation.
"The Law of the Motor-Car, with the Regulations of the
Board of Trade." By Grim wood Mbars, of the Inner
Temple, Barrister-at-Law. (London : Messrs. Reeves and
Turner.) Price 3*. 6rf.
Almost coincidently with the coming into force of the Light
Locomotives Act we have an able legal authority and an enter- :
prising firm of publishers ready to hand to interpret it. All
who use motorcars or who contemplate employing them I
should obtain the book. In case anyone is inclined to under- j
" Power Locomotion on the Highway." By Rhys Jenkins,
M.LM.E. (London : Win. Cate, Limited.) Price 2s. 6d.,
nett.
This h a practical bibliography of all matters pertaining to
locomotion on common roads, with an interesting preface and
sketch of historical matters. To the student it affords a ready
means of finding the sources from which information can be
obtained ; but we expect that with the great increase in interest
taken in the subject the author willl find it very difficult to
keep it up to date. The motto of the book is very apt, viz.,
" Sir, mark me, ere long we shall see a pan of coals brought to
use in place of a feed of o^ts." — Bishop Berkeley.
The Ulatgov Herald has recently published a very able series
of articles on Mechanical Tramway Traction : and we hope that
they intend to republish these in book form. The issue should
be a very successful one.
! " Cuando escribe, retierese Al "The Automotor anj>
Horsblkss Vehicle Journal."
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TME AUTOMOTOR AND HORSELESS VESICLE JOURNAL [Dbcbmbbb, lstHi.
CORRESPONDENCE
We do n)t hold oursilnes responsible for opinions expressed bg
our Correspondents.
The nam! ani address of th» writer {not nuessari '■# for publica-
tion) most iii all cases accompxng letters intended for insertion,
or containing queries.
MOTOR- CARRIAGE CONTEST.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — I am directed by Mr. Harry J. Lawson, the President,
and by the Committee of the Moto-Car Club, to notify to you
that it is the intention of the Club to hold a great motor-car
competition some time in May next year. The tests will be
given on the point of design of the motor-car, consumption and
cost of fuel, and other points, but the principal point will be
speed, which we are of opinion affords the most satisfactory test
as to the excellence of construction of a mechanical vehicle.
It is proposed to offer for competition £2,000 in prizes.
Notice of this competition is given thus early in order to enable
English manufacturers to be prepared with their productions in
good time. If sufficient entries are received, the Committee will
confine the competition to British-made motor vehicles. In
order to carry out this competition satisfactorily, the Committee
will require special ground within easy access of London, and
containing at least a full level aud straight mile. A special
prize will be offered to the first mechanically-propelled vehicle
which accomplishes a mile in a minute.
Owners of race-courses and other large enclosed spaces are
invited to communicate with me if they are prepared to
co-operate in providing the necessary course. There is no doubt
that this marvellous and novel competition will attract an
immense concourse of people, and will excite an interest not less
than that aroused by the classic races. All communications on
this subject should be addressed to me, at the offices of the
Motor-Car Club, 40, Holborn Viaduct, London, EC. — I am, Sir,
your obedient servant, C. Harrington Moore,
Nov. 21rf. Hon. Sec.
to be selected for the trial. Experts know perfectly well tliat
the power required to propel a light motor-carriage on the level
when the road is good, is exceedingly small, while such a carriage
on an incline might be a complete failure for want of sufficient
power.
No test could be more delusive than the one suggested. It
would place the present petroleum motor-carriages on a par with
steam, whereas, on meeting an incline, the steam carriage would
in a few moments be out of sight, whilst the petroleum -driven
one was struggling to climb the hill.
This I can vouch for from what I have seen in connection
with motor-carriages and those in my possession, as well as from
theory.
It is not fair thit the public should be made to believe that
the proposed test is likely in any way to produce a satisfactory
vehicle. Anyone who purchased a carriage based on such a
notion, would soon regret his bargain. — Yours ever faithfully,
David L Salomons.
THE PROPOSED MOTOR-CAR CLUB CONTEST.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — I observe that it is proposed to have a Motor Derby.
To this none can have any oDJection. It is merely a question
for those who run in the race, to consider how far they care to
risk their lives with no compensating advantage.
But in the announcement, the following words occur :— "The
Committee will require a special ground .... at least a full,
level, and straight mile." Elsewhere there appears the follow-
ing— " but the principal point will be speed, which we are of
opinion affords the most satisfactory test as to the excellence of
construction of the mechanical vehicle."
In these two quotations lie the danger of the proposed race,
so far as the public safety and the pockets of purchasers are
concerned.
The Local Government Board, in order to meet the desire of
the local authorities to limit the speed, have fixed 12 miles an
hour for the maximum, and the Act itself permits no rate
beyond 14 miles an hour, and no one can hold out the smallest
probability that this rate of speed will be increased in anv future
Act.
Therefore, any attempt to place self-propelled vehicles on the
market capable of making a pace much greater than that per-
mitted by law, will simply act as an incentive to their owners to
do that which is forbidden when hurrying to keep an appoint-
ment for which they are late.
But the worst feature in the announcement is the statement
that speed is the best test for a carriage, because a level track is
DESIGN FOR MOTOR-CARRIAGES.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir,— I venture to send you a rough sketch of a design for
a motor-carriage, which is at least not on horse-drawn lines.
As a member of the Self -Propelled Traffic Association I am
much interested in the subject, and have gone so far as to
advocate in the Electrical Review and other papers a combina-
tion of petroleum and electricity— an oil engine with a dynamo
Twtliihq Qn'»ff
*£P ^
being carried on a leparate tender, and the current generated
passing to the front of the vehicle and thence to an electric
motor connected with the driving wheels. The tender is
preferably two-wheeled, and attached to the driving axle of
the vehicle by elastic shafts, so (hit the vibration of the engine
is practically unfelt. At the same time the well marked advan-
tages of an electric motor are obtained without the weight,
cost, and trouble of storage batteries — though it may be
desirable to have enough battery power to start the dynamo
and engine without load.
(I enclose a rough sketch of a cab to show the arrangement
and functions of the various wheels, the effect being that of one
vehicle, though there are technically two.)
I should suggest four cylinders for the oil engine, giving an
impulse every half revolution ; perhaps six if weight would
allow.
Please note, wheels all same size.
So much for the " engining " of the carriage.
A plan is given of the " travelling carriage," showing deck
arrangements, so to speak. A novel feature is the lavatory
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129
accommodation, the various doors being so arranged as to
secure the greatest possible privacy.
Should you care to publish this as a crude design you are
very welcome to it, as I am not competing for any of the prizes
now being offered, and have no wish for copyright. — I am/ &c,
Alfred J. Allen.
London Institution, Finsburt Circus,
December 2nd, 1896.
P.S. — With regard to the sketch for a petroleum-electric
carriage which I had the honour of sending you recently, it
should, perhaps, have been mentioned that the oil used is
supposed to be of the lighter variety, the heavier oils pre-
sfnting (in spite of their greater safety) some serious disad-
vantages, notably a very pronounced odour. Another point
with regard to the provision of an electric current as a means
of transmiting the power of the engine, is the possibility of
driving all the wheels supporting the carriage. — I am, &c,
A. J. Allen.
December 5th, 1896.
MAPLE'S AND MOTORS.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir,— The attention of my directors has been called to the
fact that the name of Maple and Company, Limited, is being
extensively used to advertise motor-cars. It is also stated that
this company has placed large orders for motor delivery vans.
I am requested to inform you that my company has not given
any order for motor-cars, nor for any such description of
vehicle. — I beg to remain, dear Sir, yours truly,
Thos. Finlat, Secretary.
Maple and Co. (Limited), 149, Tottenham
Court Road, W., Dec. 3rd.
THE NEW PETROLEUM REGULATIONS.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sib, — We have pleasure in enclosing a copy of the letter we
wrote to the Home Secretary on the subject of the new
Petroleum Regulations, for publication in your col u ma — Yours
tmly, Careless, Catel, and Leonard.
Hope Chemical Works, Hackney Wick, N.E.,
Dec. 2nd, 1896.
[copt.]
Hope Chemical Works,
Hackney Wick, N.E.,
November I4t/i, 1896.
To the Rioht Hon. Sir Matthew White Ridley, Bart.
Dear Sir, — We have just seen a copy of the new Petroleum
Regulations for Autocars.
We are manufacturers of a doubly distilled mineral spirit
called "petrol," which has been adopted by the Autocar Club
as the best spirit for use in petroleum motors.
In the introductory statement referring to the regulations
you state that " not only is the vapour from mineral spirit,
which is given off at ordinary temperatures, capable of being
easily ignited, but also when mixed with air of forming an
explosive mixture."
We would respectfully suggest that these words as they
stand do not fairly represent the facts of the case, and are
calculated to create a wrong impression, and needlessly alarm
the public.
Sir V. D. Majendie gave the Select Parliamentary Committee
on Petroleum, which sat this year, an exact definition of the
conditions which were essentially necessary to produce an
explosive mixture of petroleum vapour and air (see p. 43 of
No. 4 paper handed in by Sir V. D. Majendie) as follows : —
(a) A temperature sufficient to disengage from the petroleum
appreciable amounts of inflammable vapours.
(6) The confinement of the vapour so disengaged in an
unventilated or insufficiently ventilated space.
(c) The application of fire or a light, and he adds, " If any one
of these conditions be absent an explosion is a physical
We would submit, therefore, that the clause as it stands is
calculated to make the public think that just in the same way
as the mineral spirit gives off a vapour at ordinary tempera-
tures which may be easily ignited, so the vapour given off may
at any moment unite with air and form an explosive mixture
which would be capable without any warning of causing a
serious accident.
We think that such a statement, unqualified as it is, is likely
very needlessly to prejudice the use of mineral spirit, and to
inflict a serious injury on all those interested in motors, such as
the Daimler motors, in which some form of light petroleum is
employed.
As being manufacturers and distributors of this kind of spirit
for over 25 years, since petroleum was first introduced into this
country, we can speak positively as to the great ignorance and
prejudice which exists amongst the public about it, and the very
general confusion in the public mind between such explosives
as gunpowder and the light petroleums, ignoring the fact that
the latter are perfectly harmless, and cannot explode unless the
three conditions mentioned by Sir V. D. Majendie are complied
with.
Under the circumstances we hope you will be willing to
amend the clause by adding the words " in a confined space,"
so that it will read thus : " Not only is the vapour therefrom
which is given off at ordiuary temperatures capable of being
easily ignited, but also, when mixed with air ' in a confined
space,' <3 forming an explosive mixture."
It is physically impossible for any explosive mixture to be
formed in the open air ; it could be produced only in a confined
space.
All those interested in autocars feel that they owe a deep
debt of gratitude to the Board of Trade for the liberal way in
which they have modified the provisions of the existing
Petroleum Ants so as to meet the changed conditions, and it
is relying on your sympathy that we have ventured to make
the above suggestion. — We are, dear Sir, yours faithfully,
Carless, Capel, and Leonard.
THE STUDY OF MOTOR TRAFFIC.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — Judging by the frequent remarks and communications
addressed to me during the last few weeks, and more particularly
siuce the occasion of Sir David Salomons' visit, I fear that a
wrong opinion has, in many instances, been formed regarding
the scope and aim of this Association's work. It is to guard
against the idea — apparently general — that commercial interests
alone are to be provided for in our programme that I venture
to claim a portion of your valuable space.
The specific object of this branch has been defined as " The
scientific investigation of self-propelled vehicular and locomotive
road traffic," and, in this city, circumstances have conspired to
make it appear that the chief desire is to promote the circula-
tion of heavy goods traffic by means of motor vehicles. Such
priority has been considered expedient solely by reason of the
pressing need for experiments and trials in this direction, and
must not be taken as evidence that the papers, lectures, and
discussions during our first session will be of limited interest
and application. It seems to me that, since the successful
" evolution " of a satisfactory vehicle for heavy work must
embrace data suited to the construction of lighter types, no more
inclusive method of treatment could be devised. This, therefore,
may be looked upon as a fortunate development, seeing that the
study of light conveyances only would be practically valueless
when necessity arose to meet the exigencies of goods haulage.
In conclusion, I hope that all persons in this neighbourhood
who intend to follow the movement in a scientific manner,
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130
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [December, 1896.
whether they be interested from recreational or business motives,
will communicate with me for particulars of the Association.
On receiving a written application, I shall be most happy to
send a copy of Sir David Salomons' inaugural address, together
with our programme for the 1896-7 Session, to any of your
readers. .
■E. Shrapnell Smith,
Hon. Local Secretary the Self-Propelled
Traffic Association.
Royal Institution, Liverpool.
THE BRITISH MOTOR SYNDICATE (LIMITED).
. Soon after the publication of the prospectus of the above
Company we received several letters from those mentioned in it,
or interested in its success. Some are published below, and we
at the same time add one important communication which was
not sent in direct, but which is of public interest : -
Sir, — I am directed by the proprietor of The Engineer to ask
you to be good enough to allow me to state in your columns that
the reference to this journal in the prospectus of the British
Motor Syndicate (Limited) is entirely unauthorised by them,
and tint the gentleman named in such connection has resigned
his post as their assistant editor. — I am, Sir, your obedient
servant, S. White, publisher of The Engineer.
33, Norfolk Street, Strand. Nov. 27th.
Sir, — As statements having reference to this syndicate have
been made by advertisement and otherwise which may do me
considerable injury unless the obvious inferences from them are
contradicted, I beg tliat you will in fairness allow me to say
that the reference to my name and to The Engineer in the pro-
spectus of that syndicate was not only unauthorised by me, but
was entirely without my knowledge. Further, that I have no
interest of any kind whatever in the British Motor Syndicate
or any other motor-carriage company or business. The reference
to my editorial connection with The Eiigineer is also so made, I
will admit inadvertently, as to do me harm by the inference that
my resignation had some connection with this syndicate. I must
therefore ask to be allowed to state that I resigned in July in
consequence of pressure of private practice, and the announce-
ment of this resignation has been made in the business columns
of the principal technical journals in London. — I am, Sir, your
obedient servant, W. Worby Beaumont.
Sir, — Will you be geod enough to allow us to state in your
columns that the reference to Crossley Brothers (Limited) in the
prospectus of the British Motor-Car Syndicate (Limited) is
entirely unauthorised by us, and that the gentleman named in
such connection is only acting as one of our consulting engineers,
and the patent referred to in the prospectus must be his own, as
it is in no way connected with this firm ? — Yours, Sic,
10, St Bride Street, Robert Wilson.
Nov. 30th.
Sir,— A number of letters having appeared in certain journals
on this subject, we trust you will afford us space to reply.
With reference to the names of two well-known patentees
mentioned in our advertisements without, as it has been said,
their first-obtained consent, we beg to state that our Syndicate
actually paid to the said two patentees the very substantial
sum of £12,000 a few weeks ago, and bought outright their
patents with all future improvements they may make connected
with this industry. We are advised that^ having so purchased
their inventions, we have a perfect right to advertise them as
patentees in any manner we may desire.
As to the manner in which they are referred to, we have
followed exact precedents, and described them in the same wav
as the public have hitherto been accustomed to see them styled.
As to other statements, we are are quite prepared for, and,
indeed, like some amount of opposition, for the whole subject
is so entirely new and in advance of the times that it would
indeed be singular if certain old-fashioned and undoubtedly
respectable people, without a motor in their whole composition,
were not to some extent shocked ; but it must be remembered
that, rightly or wrongly, we believe we have in our hands a
gigantic monopoly, nearly approaching in importance that of
the railway companies of the United Kingdom.
Times and future events alone can prove how nearly accurate
we are in our estimate, but in the meanwhile the public would
do well to bear in mind that no successful monopoly has ever
: yet been established without similar opposition to that which is
i now manifested. We have only to refer to Crossley's themselves
and their patent gas-engine, the Singer sewing machine, the
Plimpton Skates, the Incandescent Light, and Dunlop Pneu-
i matic Tyre, and other revolutionary inventions, which have
, now proved themselves, in spite of every scepticism, to be fully
, worth all the millions of money to the shareholders their
founders once prophesied. — Yours faithfully,
Charles McRobie Turrkll,
The British Motor Syndicate (Ltd.), Assist Sec.
59, Hoi born Viaduct, E.C., Dec. Ut, 1896.
[Among the many letters which are crowded ont are communi-
cations from Sir David Salomons, Mr. A. R. Sennett, Mr.
H. P. Holt, and Mr. Radcliffe Ward.]
Motor-Wagon Communication between
Manchester and Liverpool.
As a forerunner to the adoption of this service between Liver-
pool and towns in the Manchester district, a complete survey
of the roads has just been completed by Mr. Joseph Hawley,
Assoc. M. Inst. C.E., acting under the instructions of Mr. Alfred
A. Jones (Messrs. Elder, Dempster, and Co.), one of the vice-
presidents of the local branch of the Self-Propelled Traffic
Association. The report is most favourable, and may be regarded
as the first step towards the accomplishment of this enterprising
departure.
We hope, in an early issue, to be able to give full particulars
of this important scheme. It is expected that by May next
all will be in form for the beginning of operations. Mr. Shrapnell
Smith (the hon. secretary) and Mr. Lawrence Jones (hon.
solicitor), of the Liverpool branch of the Self-Propelled Traffic
Association, are taking all necessary steps to further the
movement.
Australia's Motor-Cars.— The Largest In the
World.
Most of us no doubt thought that we were fairly early in the
: field over this motor-car business, but it turns out "that Australia
is well in advance of us. It already has the biggest one in the
: world.
The largest horseless carriage in the world has just been built
J in California. Some idea of its size may be gathered from the
i fact that it possesses 75 horse-power, an unheard-of amount for
i this new form of vehicle.
This particular car will travel between Coolgardie and the
coast, and is intended merely for freight. It will pull over
rough roads two other wagons. Coolgardie is 400 miles in the
i interior, and up to the present time all supplies for the men at
the diggings have been transported by the old wagon system, a
wearisome task. It was considered impracticable and too
expensive to construct a railroad to Coolgardie, so the idea of a
big motor-car was hit upon.
It was no small matter designing such a vehicle. For one
thing water is scarce on the road to Coolgardie, and so the
steam ought not to be exhausted upon the air, but saved,
reconverted into water, and again used.
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Dicnnn, 1806.] THE AVT0M0T0R AND HORSELESS VEHICLE JOURNAL.
131
NEW INVENTIONS.
Compiled for"Tn« Actomotor and Horsklkss Vehicle Journal"
by Herbert Haddan and Co.. Registered Patent Agents, of
18, Buckingham Street, Strand, W.C., London.
Patents Applied For.
24,430. November 2nd, 1896. Sir C. S. Forbes. Improve-
ments in or applicable to motor-cars, road-carriagea, and the
like.
24,526. November 3rd, 1896. W. A. P. Werner. Improve-
ments in driving mechanism for self-propelled road vehicles.
24,699. November 4th, 1896. F. A. Sharratt and W. W.
McLeod. Improvements in braking cycles, motor-cars, and
like carriages.
24,848. November 6th, 1896. J. Birtwistle Improve-
ments in and relating to power-driven vehicles'for use on toads.
24,881. November 6th, 1896. J. B. Fcrneaux and E.
Butler. Improvements in explosion engines, especially suit-
able for propelling vehicles, boats, and otiier bodies.
24,912. November 6th, 1896. V. E. Pretot. Improve-
ments in and relating to speed and reversing ge.xr for motor-
carriages and other purposes.
24,953. November 7th, H96. W. Rowbotiiam. Improve-
ments in reversing and variable speed gear for vehicles, launches,
and the like.
25,103. November 9th, 1896. H. Middleton. Improve-
ments in steam propelled cycles and carriages.
25,140. November 10th, 1896. W. Rowbotiiam. Improve-
ments in self-starting apparatus for explosion engines, in
particular for those used in vehicles, launches, and the like.
25,202. November 10th, 1896. J. G. Stidder. Improve-
ments in or relating to motor and other road cars or vehicles
and cycles.
25,226. November 10th, 1896. J. Powell and H. Moore.
An improved method of and apparatus for driving cycles and
other road vehicles and machinery generally by thj aid of
liquids.
25,412. November 12th, 1896. W. Simpson, W. L. Bodman,
and D. H. Simpson. Improvements in the construction of
motor-driven vehicles.
20,480. November 12th, 1896. W. Banies, W. Norris, and
J. Simkiss. Improvements in driving and reversing gear for
oil and other engines, especially applicable to motors for common
roads.
25.515. November 13th, 1896. L. S. Crandali, and S. G.
Mason. Improvements relating to the storage and utilisation
of compressed air or gas on cycles and other vehicles.
25.516. November 13th, 1896. S. Gorton, W. Taylor, and
The New Beeston Cycle Co., Ltd. Improvements in or
relating to velocipedes, auto-cars, and the like.
25,628. November 14th, 1896. F. Parker. Improvements
in motor aud other road vehicles.
25,718. November 14th, 1896. F. K. Woodrofke. Im-
provements in and connected with road vehicles propelled by
petroleum, and other motors.
25,735. November 16th, 1896. J. Marsdex and M. Pearson.
Certain improvements in aud relating to the mechanism of locks
for cycles, motor-cars, or for other suitable purposes.
25,844. November 17th, 1896. M. E. Thomas, W. F. Toops,
J. M. Hulen, H. L Hendrick, E. L. R. Hendrick, aud R. W.
Htsndrick. Means for storing up the electricity generated by
the application of the brakes to the wheels of moto-cars or
locomotives.
26,105. November 19th, 1890. R. J. Crowley and E. B.
Payne. Improvements in or relating to the means for trans-
mitting motive power applicable to motor-cars aud other
vehicles aud the like, also for other suitable purposes.
26,1 14. November 19th, 1896. W. J. Wynn, A. E. Wynn,
and W. J. Radford. Improvements in automotor vehicles.
26,180. November 19th, 1890. B. Coultas and J. V.
Coultas. Improvements in and connected with mud-guards for
cycles, motor-cats, and other vehicles.
26,232. November 20th, 1896. J. H. Ball. Improvements
in automotive vehicles and in mechanism for the same.
26,302. November 20th, 1896. F. W. Greenorass. Im-
provements in and relating to self-propelling road vehicles.
26,316. November 21st, 1896. A. T. Ellis. Improvements
in and appertaining to cycles aud pneumatic tyred aud such like
vehicles.
26,362. November 21st, 1896. W. Gibson, W. H. Palmer,
and A. J. P. Whitaker. An improved driving chain for cycles
and other road vehicles.
26,415. November 21st, 1896. E. Pellas and S. Fossati.
Impiovements in and connected with steering gear for moto-
cars.
26,563. November 24th, 1896. .1. E. Wallis. Improve-
ments in road locomotives, light rood locomotives, or motor-cars.
26,595. November 84th, 1896. F. Smith. Improvements in
motor road vehicles.
26,643. November 24th, 1895. H. S. Maxim. Improve
ments in motor carriages or vehicles.
•26,688. November 25th, 1896. C. Willsox. Guards for
motor cars or locomotives.
26,721. November 25th, 1896. J. M. Starlet. Improve-
ments in driving chains, especially applicable to cycles, motor-
cars, &c.
; 26,780. November 25th, 1896. F. K. Woodroffe. Improve-
ments in or connected with motors for vehicles.
26,779. November 25th, 1896. B. M. Liniiwall. A fender
for motor cars.
26,850. November 26th, 1896. A. G. Meliicish. Improve-
ments in and connected with gas or oil vapour motors, and
their connection with motor vehicles.
20,886. November 26th, 1896. B. J. Jacobs and The
Yeovil Motor Car and Cycle Company, Limited. A new
or improved reversing apparatus for motor-driven vehicles.
26,907. November 2Gth, 1896. F. L. Mbrritt. Improve.
ments in motor-cars.
26,956. November 26th, 1896. F. R. Frost. Improvements
in connection with motor cars and like vehicles.
26,976. November 26th, 1896. C. M. Johnson. Improve-
ments in and connected with motor vehicles.
27,054. November 28th, 1896. J. E. Dixon. Certain im-
provements in metallic tubes for the frames of bicycles and
other velocipedes, motor carriages, and for other purposes.
27,104. November 28th, 1896. J. W. Davison. Improve-
ments in or relating to the construction of wheels for carriages,
motor cars, cycles, and other vehicles.
Specifications Published.
15,564. August 19th. Electro propulsion of vehicles or
vessels. L. Epstein.
According to this invention the necessity of providing
charging stations is obviated by providing means on the vehicle
itself by which the secondary batteries can be recharged. For
this purpose the motor is so arranged, which motor is driven by
the electricity from the secondary batteries, that it can itself
be used as a dynamo-machine, and means are also provided
whereby the said motor can be easily uncoupled from the motor
shaft and coupled to a small subsidiary engine, by which it can
be worked as a dynamo to recharge the secondary batteries.
18,868. October 8th. Electric velocipedes. H. W. Libby.
Relates to a bicycle to be propelled by electricity, and consists
of a frame with an electric battery and an electric motor secured
to said frame, a longitudinal tube extending from the frout to
the rear fork for holding the exciting fluid for the battery, an
electric controlling device, suitable connections between the
battery, motor, aud controlling device, aud suitable mechanism
for transmitting motion from the motor to the driving wheel.
Printed Copies of the above Specifications Published may be
obtained by forwarding In. for cost of each copy and pontage
to Messrs. Herbert Iladdan and Co. Application* not i/et
Published.
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182
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Dkcbmbbr, 1896.
QUIPS AND CRANKS.
— • —
The British Flying Machikb Syndicate.
Capital — Ten Millions.
In Ten Million Shares of One Pound
each.
A1
Prospectuses of the above forwarded on application. You
can only get the shares at a premium. The directors having
acquired the rights in all the Flying Machines which have up
to the present oeen invented, strongly recommend this enter-
prise to persons desirous of investing their capital in a highly
prosperous undertaking.
The directors point with pride to the successful accomplish-
ment of a public breakfast in London and the successful
accomplishment of a public dinner in Timbuctoo, and rely
upon these facts to convince the public that the suggestion
which has been made by carping critics that the first
necessity of a going concern is that it should be able to go is
absolutely without foundation.
Pictures of Flying Machines earning a substantial dividend
and travelling the skies in all directions have already
appeared on the back pages of the daily and weekly papers.
Persons who desire more than this as a guarantee of the
dividend-earning powers of the British Flying Machine Syndi-
cate had better lock up their spare capital in the baby's money-
box.— The Referee.
Prince Ranjikinhji's name figures in the prospectus of the
British Motor-Car Company as " owner of Iiidiau patents."
Can this (asks a curious correspondent) have reference to the
Car of Juggernaut, which may be regarded as one of the earliest
autocars ever patented 1 — The Qlobe.
SITUATIONS WANTED.
— • —
ADVERTISER, having extensive warehouses and well known
throughout the West Riding, is desirous of representing a
good firm of oil-motor makers. Apply George Thwnites, Iron
Merchant, Leeds.
E'NG-INEER, with sound practical experience of high-class engines,
( and thorough commercial training, having office in Manchester,
is open to take up a good agency for motorcars. Address Lancashire,
care of King and Co , Limited, 62, St. Martin's-lane.
AS DRIVER. — Town or country ; Daimler and Benz system ;
had 6 months' experience. A. J. Ldeell, 15, John-street,
Edgware-road.
"FACILE"
CARRIAGE MOTOR*
S DRIVER. — Good mechanic and electrician ; first-class references.
E. Sellier, C, Lurline-gardcns.
AS DRIVER or CONDUCTOR.— Knowledge of electrical work ;
references; age 28. Chas. Smith, 1, Coptic-street, New Oxford-
street, W.C.
SELF-PROPELLED TRAFFIC ASSOCIATION.
Incorporated by S/ecial Licence ol the Board of Tiade, under the
Companies Acts, 1862 to 1890.
President.
Sir DAVID SALOMONS, Bart.
Vie- Presidents.
Sir Frederick Bramwell, Bart. John Philipson, Esq., J. P.
Alexander Siemens, Esq.
LIVERPOOL AND DISTRICT CENTRE.
President- -The Right Hon The Eakl of Derby.
{'ice.Presidents~At.PREn Holt, Es<|., M. Inst. C.E. ; Alfred L. Jones, Esq.,
J. P. ; H. Percy Boulnois, Esq., M. Inst. C.E. , and a Council of twelve.
Hon. Local Secretary — E. Shrai-nrll Smith, the Royal Institution, Liverpool.
Secretary (from whom all particulars can be obtained).
Andw. W. Barr, 30, Moorgate Street, London, E.C.
Subscription, s\ it. per annum.
THIS
is the "Facile" Petroleum Oil Motor,
which requires
No spirit or dangerous esaenoe.
Mo beating- tube.
Ho oonstant-buralng lamp.
Mo battery.
All of these are causes of trouble.
SOLE MAKERS:
BRITANNIA CO.,
Colchester.
No connection with other firms advertising
under similar name.
OHADWIOK AND SONS,
AUCTIONEERS, LAND AND ESTATE AGENTS,
AND SURVEYORS.
34 & 35, ST. MARTIN'S LANE, CHARING CROSS, W.C.
ESTABLISHED OVER IOO YEARS.
Auction Sales of Freehold and Leasehold Properties periodically,
including Plant and Machinery, Steam ar.d Marine Engines and
Boilers, Automotors, Marine and River Launches and Yachts,
Bicycles, Agricultural Implements, Pictures, Works of Art,
Furniture, Jewellery, &c.
Surveys and Valuations for Partnerships, Company Promoters,
Probate and Administration, Land and Agricultural and Trade Valuers.
Civil and Ecclesiattical Dilapidation* Surveyed and Assetied,
Advances also made to any amount on Property intended for Sale.
Estate Development and Sanitation a Speciality.
A CCUMULATOR CHARGING.— C. H. Cathcart &
■*"*■ Co.. having Plant specially adapted for this purpose, charge Cells of all sires
promptly, thoroughly, and cheaply. Terms on application. Accumulators on hire
for temporary lighting, experimental uses, etc.— 3, Dorset Buildings, SallsDury
Square, Fleet Street, E.C. Telephone No. 65,166.
I
T IS WORTH YOUR WHILE TO BUY DIRECT.
THE RELIANCE LUBRICATING OIL COMPANY SUPPLY, ON
APPROVAL, HIGH-CLASS NON-CORROSIVE LUBRICANTS, which
through the superiority, have the largest sale in the world. Engine, Cylinder, and
Machinery Oils, njd. ; Special Cylinder Oil, is. 4d. ; Special Engine Oil, is. *d. :
Gas Engine, nynamo Oils, is. 6d. per gallon ; Special Gasolene, Benzolme, and
Petroleum, for Motor purposes; Light Machine Oil, lojd. ; barrels free and carnage
paid.— Reliance Lubrioating Oil Co.. 1? and «, Water Lane,
Great Tower Street, London, E.C. Depots at Liverpool, Bristol, Hull,
Cardiff, and Glasgow. Telegrams: "Subastral, London."
CONVERSION OF EVERY DESCRIPTION OF
^ FITTINGS. MODERN AND ANTIQUE. Antique Candelabra, &c,
adapted to Electric Light in such a manner as to faithfully represent candles.
Temporary lighting at Feles, Balls, At Homes. Estimates and plans for complete
Electric Light Plants. Motive Power : Steam Engine, Oil Engine, Gas Engine,
or Turbine
CHAMELEON ELECTRIC SIGN.
E. L. Berry, Harrison & Co, Electrical Engineers and Contractors.
Office and Show Rooms-Lyric Chambers, Whitcomb Street, London, W.C
Telegraphic Address — " Kathode, London."
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Jaxcaet, 1897.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. 133
ARNOLDS MOTOR CARRIAGE Co.
59, MARK LANE, LONDON, E.C. (bast peST&m, kent.)
These Carriages are now offered for sale in every variety
and description, magnificently made and finished. Up to
ist May, 1896, the firm of Benz & Co. have sold and delivered
600 of these Motor Carriages, which are now running all over
the world.
The Patent Oil Motors are quite silent and do not give
off any heat or smell.
Speed can be obtained from Ten to Fifteen Miles an hour,
Hills of one in ten scaled with ease, and the Carriages and
Wheels arc strongly constructed.
The Motive Power is Rectified Petroleum or Benzoline of
the specific gravity of 070, which is easily obtained anywhere,
at about cy/. to i\d. per gallon, and a two-seated vehicle costs
less than a halfpenny per mile to run. The working is so
simple that any novice can drive the Carriage, and with two
gallons of benzoline 70 to 80 miles can be accomplished.
The Oil Reservoir of the Carriages hold about 5 gallons.
The Speed is controlled and regulated by the driver. The
Carriages arc fitted with new Patent Steering Apparatus, and
can be stopped instantly.
'I here is no light or flame inside the Motor, consequently
absolutely no danger of the benzoline catching fire, or, in
windy weather, of the lamps being blown out. The power is produced simply by the gas from the benzoline exploding and the
electric spark in the combustion chamber.
In each Carriage there are two accumulators (2 volts), and each one will last for about 350 miles, so that when one is
discharged, you switch on to the other, and get the discharged one re-charged at the first place where there is electric light.
We guarantee our Carriages to be of good quality and workmanship, and we will make good any defects in material 'or
workmanship within three months from delivery, with the exception of damage caused through carelessness or rough treatment.
PRICES FROM £13Q UPWARDS.
The "ID " Tyre.
perfection rubber tyre.
for light and heavy vehicles.
:d not to roll out.
This Over
is no experiment, 36,000 pairs in use
see opposite. in the United States.
le compress the rubber eo that, if it is cut, it closes up and no material injory is inflicted, and consequently wears smooth.
An examination of the Principle of our Tyre oonvinces yon of it« superiority over all others.
BOLE MANUFACTURERS FOR THE UNITED KINGDOM:
I Ml V T PMIIin. IV 65 & 67» WHARFDALE ROAD,
Ji Hi Ar 1 1 UURIfULLlj & ALBION WORKS, KING'S CROSS, LONDON, N.
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134
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Jam aht, 1897.
THE LAMINA ACCUMULATOR.
A »»/ A I
CIGARS.
OF ALL
TOBACCONISTS.
Price 3d. eacb.
Pronounced by
Connoisseurs to be
better than Havannahs.
CIGARS.
SOLD
EVERYWHERE.
Price 3d. each.
We are receiving nnst
gratifying letters from
Customers in praise of
these Cigars.
Sold in Two Sires— No. 1, 22s. ; No. 2 20». : Bouquets (Small and Mild)21S. pcrlOO, Carriage Paid.
Ilor de DlndlgUl Cigarettes, 8«- pe; lOO, Carriage Paid. Assortment of all the al«nc in box complete, *8- 6d., Post Free.
., « & 7*. STRAND, W.C., & 143, CHEAPS1DE, E.C. "^mgsMgS**
OAHLBBF, CAPEL & l*OU«.8», of Hose Cb.emlca.1 Wo'ka, an<l Pharos Wwki, Hackney Wlok, London. n.E., specialty dl«t'l
Petrol, the spirit best adapted for Motors, Motor Carriages, Launsbes, etc.. etc
Maximum of efficiency and perfect combustion ; therefore great economy, and no deposit in cylinders.
bto sBiEi.1.. nro x>xxcrr. wo tboubld.
CARLESS, CAPEL ft LEONARD have supplied the above lor the Daimler Motors lor over five years, aud hold the highest testimonials.
THE? ALSO SUPPLY LOBRICATIHG OILS AMD 0B1ASES.
SAMPLES AND
PRICES O.N APPLICATION
TELE'-RAMS:
•CARLES?. HACKNEY WICK."
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THE AUTOMOTOR
-A.ur>
HORSELESS VEHICLE JOURNAL
A RECORD AND REVIEW OF APPLIED AU$$$A3UCJ-QC0M0TI0N.
Circulates amongst Makers and Users of Autocars, Cycles, etcj:0 npUti MAftffalfifygdom, the Colonies
and the Continent. >
Vol I. No. 4.
JANUARY 18th, 1897/1
2£S2«g™&
Price Sixpence.
C O N T EWiaaaEW vo
HJBUC LIBRAR)
ft«
The Kane-Pennington Motor
Tne Mechanical Propulsion of Trajiway Cars
Sir William Arrets Ke«r Motor
Too Seli-Propelled Traffic Associa'i m and CaifiJ
Mr. J. B. Tuke on Oil Motors
A Coarfsbatkler on the Future of Automotors
Tramway Motors for Light Railway
Mr. E. Shrapnel) Smith
Motor Water-Cart »
Tramcar Propelled by Hot air
Royalty and tho New Industry
Note* of the Month
TIM Serpollet Steam System of Motors
Coachmakers and Motor-Cm riages
Molor Vehicles to Convey Produce in Queen* Con .iy
Itoatness Notes
An interview with Mr. McKim
Trade Novelties
Bradford Technical College
Answera to Correspondents
What. Will the New Year Teach Us?
Road Traction In Populous Di»u icrs
Penny Parcel I'elivery by Motor Vehi li-s
Keviews of Books
The "facile" Petroleum Oil-Enitine
By Motor- Bus at Midnight
Abel's Flash-Test Apparatus
Continental Notes
S^lf-Proprlled Traffic Ass iciation
The Blot Accumulator
Liverpool Police and Automotors
Doings of Public Companies
Correspondence
New Inventions
sWrOft, LENOX AND
TH-BEW roUMMTrOM*
•AOB
135
138
139
131
MO
110
140
Ml
112
142
14i
143
118
143
lit
US
1*1
151
1.11
1.12
163
IM
1.15
155
156
157
157
1.18
100
164
166
16G
167
171
THE KANE-PENNINGTON MOTOR.
Iw compliance with tho request of several correspondents, we
give the following description of Mr. Pennington's Motor, taken
from his Specification, numbered 23,771, and dated December
11th, 1895. As we have not had an opportunity of testing the
efficiency and utility of this much-advertised motor, we at
present withhold our opinion as to its merits, but hope to deal
exhaustively with it in an early issue : —
Referring more especially to the invention with a motor
having two cylinders, the bearing pieces, 35, for the axle of the
propelling wheel are each provided with horns, 36 and 37, for
the lower and back braces, which are of steel tubing. It is
preferred to make these solid to fit into the hollow ends of the
braces ; but they could be made hollow to receive the braces,
Further, each of said bearing pieces is provided with a seat, 38,
for the front end of the engine cylinder, and the piece, 35, is also
provided with a bearing, 39, for a valve gear to be described
below. Each beariug piece could be provided with such
bearings, but, as 1 find it advantageous to otierate the valves of
both eogine cylinders from one gear, only the one piece is
shown as so provided.
It is preferred to use a removable block, 40, under each end
of the axle to allow this to be readily inserted and removed
when desired.
In making bicycles and similar vehicles self-propelling, it is
desirable to reduce the weight ; and, in order to effect this, the
hollow frame of the vehicle (or such portion or part thereof as
may be thought available) is made to constitute or form part of
the reservoir for the oil. As shown, the top braces, 41, 41*,
make part of such reservoir In order to carry a large supply
of fluid, a can, 42, is mounted on the frame, and connected, by a
nipple, with one of the fhiid holding braces. A hollow cross
piece, 43, forms a brace and also a pipe connection between the
fluid holding braces at their lower ends. The couplings, 43*,
unite the cross pieces to the braces. At 44 is the filling opening
of the can, 42.
In the cross piece, 43, is the conical orifice and threaded
cylindrical opening for the needle valve, 45, which regulates
the delivery of the oil. This needle valve has a threaded stem
engaging the threaded opening and the tapering point within
the conical orifice as is usual in needle valves, the turning of the
stem inserting the point more or less deeply into the orifice to
check or cut off, or' to start or increase, the delivery from said
orifice. The needle valve is formed at the end of a flexible
valve rod, 47, which is extended forward and provided with a
handle, or other operating means, within reach of the rider.
Its forward end is upheld by the handle bar, the valve rod
passing loosely through a loop, 46. The valve rod, therefore,
does not interfere with the turning of the handle bar, nor with
its vertical adjustment Such a valve rod, as is described,
might be used to operate any suitable form of fluid delivery
valve, and the described arrangement of needle valve could be
used with any suitable operating means; although -it ij an
advantage and a special improvement to use the valve rod and
the needle valve arrangement in connection with each other.
The oil drips from the orifice into the opening, 18, at the top
of the arched pipe, 49, and is thence conveyed to the engine
cylinders through the valve to be described below.
In order to reduce the weight of the engine and to favour the
conduction of heat from the engine cylinders, 6 and 6*, they are
each made of a steel tube, cut away at one end to leave a
projecting tongue, 7, for attachment to the bearing, 35, of the
engine crank shaft, 10, which, as shown, is also the axle of
the vehicle wheel, 2. The seats, 38, are curved (or cdncaVe on
i 2
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[Jani-aht, 1897.
their faces) to fit the curvature, in cross section, of the tongues, 7.
The curvature of the tongue increases its strength, as well as
facilitates the manufacture of the tongued cylinder. The engine
cylinder, being single acting, the front ends are left open. The
rear ends are closed by the heads, 51, which carry the valves, 23,
23*, 54, 54*, and ignition tubes, 52, 52", and which also reinforce
the steel tubes, at the explosive end, by means of a flange, 53,
for each tube or cylinder. The ignition tubes are made of
platinum, or other suitable material, each closed at its outer
Fig. 1.
end and opening each into one cylinder at the inner end. They
are kept hot at the proper point to insure ignition of the
explosive mixture in the cylinders when fully compressed, as
is well understood in the art.
In each cylinder moves a hollow piston, 13 or 13d, which is
connected by its pitman or connecting rod to the cranks, 11, 11",
respectively at the corresponding end of the shaft or axle, 10.
The pitmen are each best made of a small steel tube, 12 and 12*
respectively, with end pieces, 57 and 58, of a thicker material.
The rear end piece, 58, fits between bosses, 59 and 60, on the
inside of the hollow piston, with which it is connected by the
journal-pin, 61. The front end piece is loosely connected with
tiie pin of the crank, 11 or 11*, a bushing being advantageously
interposed. The bushing fits between the end piece and the
crank pin with sufficient looseness to turn freely, and has
inwardly and outwardly turned flanges which oxerlap the
respective parts. A screw tapped into the crank pin holds all
in place.
The rear ends of the cylinders, 6, 6*, are connected with each
other by means of the chambered cross piece, 02. This, as
shown, has several functions ; it forms a cross brace between
the rear ends of the cylinders, and also between the rear ends
of the top braces, 41, 41* ; it forms chambers for enclosing and
protecting the ignition tubes, 52, 52* ; it forms supports and-
protectors for the burners, 63, 63* ; it forms a support for the
rock bar, 64, pivoted at 05 to a boss on its under side, the said
rock bar operating the exhaust valve mechanism, as explained
below. On top, the middle portion of this crosj piece is cut
away so as to allow the escape of the products of combustion
from the burners, 63, 63*, if necessary, to supply air for their
combustion. The burners, 63, 63*, may take air from the
outside through the burner tubes, as in the familiar Bunsen
burners ; and the orifices for the escape of the products of
combustion need not be made just as shown. Ears, 66, on the
piece, 62, fit over the projections, 68, between the bent pieces,
67, forming the lower ends of the top braces, 41, 41*, and the
heads 51.
The heads, 51, are each made double, the inner plate being
iutegral with the projections, and also with the flange, 53,
which enters the cylinder tube. The outer plate has projec-
tions, 69, which tit outside the cylinder. The itdet port and
outlet port are each made through the flange, 53, the cylinder
tube, and the corresponding projection ; and so also is the hole
for the ignition tube, 52 or 52*; only there is, preferably, no
outside projection corresponding to 69 for the
ignition tube.
The inlet and outlet valves, 23, 23", 54, 54*,
are each screwed into threaded openings in the
projections, 69. They each include a chambered
body, with the opening and seat for the valve
disc, 70, in the partition between the chambers,
also with a lateral opening, 70, the full diameter
of the valve disc, and in line with the valve
stem, 75, and with an elongated hollow cylindri-
cal extension, 71, also in line with the valve
stem. The opening, 70, is provided with a
closure, shown as a screw plug. A spiral com-
pression spring, 72, surrounds the extension,
71, through which the valve stern, 75, passes
and by which it is guided. It presses at its
inner end against the b idy of the valve, and
at its outer end against a disc, 73, on the end
of the. valve stem. In this disc is an annular
groove, which receives the end coil of the
spring.
The- inlet valves, 23, 23*, open inward (that
is, toward the engine cylinder) and are opened
by the atmospheric pressure when a sufficient
vacuum is made in the corresponding engine
cylinder, and closed by the spring when there is
no such vacuum.
To the top of the valve one end of the arched
pipe, 49, is secured by a union, 74, with a disc
of gauze or perforated metal, 49*, interposed.
One end of the pipe, 49, is fastened to the top of the valve, 23,
and the other end to the top of the valve, 23* (see Fig. 3),
so that the same fluid-delivery valve, 45, shall serve for both
cylinders.
The exhaust valves, 54, 54*, also open inward, and are opened
by valve mechanism and closed by the springs. To open the
valve, 54, there is a tappet, 77, on the valve rod, 78, whose rear
end is jointed at 79 to the rook bar, 64, and which is guided by
an eye of the guide piece, 83, fastened by a nut on the lower
part of the valve.
'C
JflO. 2.
The tappet strikes the end of the valve stem and forces it and
the valve disc inward against the pressure of the spring.
To open the valve, 54", a tappet, 80, is provided on the valve
rod 81, whose rear end is jointed at 82 to the corresponding end
of the rock bar, 64, and whose front end is loosely connected
with the crank-pin, 73, of the valve gear, 15. This wheel is
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
V6-i
double the diameter of the pinion, 14, on the shaft, 10 : so that
the exhaust valves are opened once in every two reciprocations
of the corresponding pistons, 13 or 13*.
The gear as shown is provided with a boss, 76b, to hold the
valve rod, 81, away from the gear teeth, and to give a longer
bearing in this gear to the crank pin. It is provided with an
annular groove, 77b, to receive the end of tubular bearing, 39,
and with a pin, 78b, to enter said bearing. A screw, 79b, tapped
into the pin, holds the gear in place, the under side of the screw-
head bearing against the opposite end of the bearing. This
special arrangement is advantageous, but it may be replaced
r.u. 3.
by another if its advantages are not desired, ami the same
remark applies to other particular constructions shown iu the
drawings and particularly described.
At 80b is a can of oil for supplying the burners, 63, 63*. It is
upheld by straps from the top braces, 41, 41*, and has a tilling
opening, 81b. A feed pipe, 821', conducts the fluid to the branches,
83 and 84, which lead to the respective burners. Stop cocks,
85 and 86, in the branches control the supply to the burners.
The operation is as follows : —
The can, 8()b, beiug supplied with proper fluid, the burners,
63, 63*, are lighted to heat the ignition tube.', 52, 52*. Then
the rider, adjusting the needle valve and mounting the machine,
starts the wheel and shaft turning. Assuming that the parts
are in the position shown, the pistons are both drawn forward
Vir.. 4.
by the cranks, II, 11", and pitmen, 12, 12". If both cylinders
are empty, a mixture of air and oil is drawn into both cylinders
through the arched pipe, 40, and the inlet valves, 23, 23*. As
the end of the forward stroke is reached, the springs close the
inlet valves. During this movement, or half revolution, of the
shaft, 10, the crank pin, 73*, has made a quarter revolution,
removing the tappet, t<0, from the stem of the valve, 54*, and so
rocking the bar, 64, as to bring the tappet, 77, againot the stem
of the valve, 54.
The pistons, 13, 13", are moved back together, and the tappet,
77, forcing open the valve, 54, (he contents of the cylinder, 6,
are exhausted, while the oonteuts of the cylinder, 6", are com-
pressed because the valve, 54*, is closed. The compression takes
place also in the ignition tube, 52* aud when it is complete the
explosive mixture reaches the part of said tube which is
sufficiently heated to ignite the mixture and to cause it to
explode.
The pistons having now reached the inner (or rear end) of
their stroke, the force of the exploded and expanded mixture in
the cylinder, 6*, forces the piston, 13*, forward and turns the
shaft, 10, profiling the vehicle. During this forward move-
ment, the piston, 13, draws in from the arched pipe, 49, a charge
of oil and air, its exhaust valve, 54, as well as the valve, 54",
being closed during this movement.
^ 65 Jl '
Fio. 5.
During the next inward movement of the pistons, 13, 13*, the
valve, 54*, is opened and the valve, 54, closed, so that the contents
of the cylinder, 6*, are exhausted, and those of the cylinder, 6,
compressed. The parts are now again in the position shown in
the drawing. The compression of the explosive mixture in the
cylinder, 6, forces it into the ignition tube, 52, until it catches
lire and explodes, forcing the piston, 13, outward and through
the shaft, 55, drawing the piston, 13*, so aa to draw an explosive
charge into the cylinder, 6*, to be in turn compressed and
exploded.
In order to effect the compression of the explosive mixture in
the cylinders, 6, 6", it is evident that some force is necessary.
In ordinary gas engines, a heavy fly-wheel has been employed
to store force for each explosion sufficient to effect the next
/.?
Fio. t>.
compression. Sometimes the force of an explosion has been
made directly to effect the subsequent compressions. It is found
unnecessary to use either of these expedients, and the vehicle may
therefore be made lighter. The weight of the rider has beeii
found available to store power for effecting the compression.
This is an advantage, not only in saving weight, but it makes
the vehicle self-stopping when the rider dismounts, the weight
of the vehicle alone not being sufficient to effect the compression.
The illustrations accompanying the above article may be
described as follows : — Fig. 1 is a side elevation of a vehicle
having a two-cylinder motor, and a plan of the same ; Fig. 2
is a view on the line 11 — 11 of Fig. 1 ; Fig. 3 is a cross-section
on a line 12—12 of Fig. 2 ; Fig. 4 is a view on line 13—13 of
Fig. 2 ; Fig. 5 is a view on line 14—14 of Fig. 2 ; and Fig. 6 is
an enlarged view of a detail.
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138
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jakiaby, 1697.
THE MECHANICAL PROPULSION
OF TRAMWAY CARS.
Lecture at the Sheffield Technical School.
At the Technical School, St. George's Square, Sheffield, on
Saturday evening, the 19th nit., a lecture was given before a
large number of the members of the Sheffield Society of Engi-
neers and Metallurgists, by Mr. W. H. Watkinson. M.I.M.E,
M.I.E.E., Professor of Prime Movers at the Glasgow and West
of Scotland Technical College, on "The Mechanical Propulsion
of Tramway Cars." The chair was taken by Mr. T. W. Sorby
(president), and amongst the other* present were Professor
Kipper. Councillors G. Senior, W. F. Wardley, B. Chapman,
J. C. Whiteley, Messrs. G. T. W. Newsbolme, W. T. Beesley,
and G. H. Mel lor.
Professor Watkixson, at the outlet of his lecture, said it was
not until comparatively recently in this country that there had
been any great demand for rapid street triusit, and on that
account this branch of engineering had been ton much neglected
by engineers. In the United State? the demand for rapid
traction had been great, and engineers had risen to the occasion,
and supplied the demand very effectively by means of the
electric overhead system That night he purposed dealing
with the relative merits of the various systems which at present
seem most promising. The demand for rapid street transit had
now become so pronounced, and the benefits which were to be
derived from it were now reo )gnised to be so great, and the loss
to a city like Glasgow through the lack of it was so enormous,
that the public would not loug tolerate the present slow and
cruel system of horse traction. Proceeding, he said steam, air,
gas, anil oil engines have the great merit that each car is inde-
pendent, and therefore a general breakdown of the system is
impossible. The underground cable and the electric (with-
out storage batteriet) depend for their succe» mainly to the
fact that with them the prime m >vers at the central station
cau be very large and of the most economical type. This,
however, is almost their only claim for supremacy. At
present the electric battery system is not iu a sufficiently
advanced stage to prove commercially successful, and
until recently steam cars had not been successful owing to
problems involved in the design and construction of the boilers
and etgines. Now, however, they knew how to construct
motors of that type, which for efficiency and lightlies t surpassed
all others. It was now no longer necessary to provide a separate
locomotive, as the whole of the apparatus can be placed on the
p:isseuger car itself. This possibility enables the total weight
propelled to be enormously decreased. The great advantages of
the steam-engine are due to its being able to exert great power
with small loss of efficiency during the starting of the cars or on
inclines, and also to it being able to work with maximum
efficiency under the normal load and to the ease with which its
direction of motion can be received. The principal drawbacks
are the smell and dirt from the products of combustion when
fitted with an ordinary boiler, but by the use of coke or oil these
nuisances may be very greatly reduced, and by using forced
draught and letting the chimney discharge downwards they may
be almost annihilated. In connection with tramway cars these
nuisances can be done away with altogether by dispensing with
the furnace, the steam being generated by superheated water
carried in suittble reservoirs beneath the car, they being
replenished at a central boiler station. By means of the
Serpollet boiler the condenser may be dispensed with, as the
steam is still superheated, aud, therefore, invisible on leaving
the engine. When discharged beneath the car no nuisance is
caused by the exhaust. Serpollet generators are now used of over
50 horse-power, and a number of cars in Paris are fitted with
them. Compressed air, he further said, has long been used for
the transmission of power, but the problems involved have, until
recently, been far less appreciated than those connected with any
other system. On this account the efficiency of the older
compressing plant and motors was very low, and it is still
generally believed by engineers that the system is necessarily
inefficient ; but a new era has commenced, and compressed air
will probably play a most prominent part in the transmission
and distribution of power. In this system there is no chance of
smell or visible exhaust. The efficiency of an electric motor
is higher than the air motor, but as the former runs at
high speed gearing has to be used which reduces practical
efficiency below that of an air motor. Mentioning here the
McKareki system (used iu Berne) and the Hughes and
Lancaster system (tried experimentally at Chester), Profess >r
Watkinson passed on to gas and oil engines, which, he said,
at present seem to promise to become the mo3t successful of all
motors for tramcars and m >tor-carriages generally. Those in use
have the great drawback that their direction of motion cannot
be reversed, and, therefore, gearing has to be used for this
purpose. In spite of thu, however, gas-engine tramway cars
are now working successfully at a lower cost than any other
system. Most of the smell is due to lubricating oil sent out
with the exhaust The great drawback to the cable system is
the iuitial cost, and the difficulty is in connection with the
extensions. A disadvantage is that if the rope fails the whole
system is thrown out of action, but an advantage is that it is
practically impossible for a car to run away. He was of the
opinion that the system has a considerable future before it
For hilly districts, he thought, it is better than the electric
system, but he would not advise it to be laid in many cases.
In the case of the overhead electric system, the wires do not
aunoy more than telephone wires, but if telegraph or telephone
1 wires fell across them the user of the instruments might* be
injured. A fracture, too, might arise at any time by a slight
accident, and whilst so far accidents have not been very great,
frequent accidents have taken place. It is by far the most
flexible system, and pays better than others, as the total cost of
running cars is made up by a great many items. Although,
however, these cars are such a great success in the United
States, it does not follow that they will be so successful here,
owing to the greatly reduced fares, and the distances passengers
will travel. Kecenf, changes in the system have made it far
more efficient than it was a few years ago, and he did not think
that Sheffield or Glasgow had lost anything by waiting. The
Americans could not wait, and they had paid for the experience,
which will be most valuable here. He did not thiuk it wise to
rush in for any of the systems, but rather advised one <>r two
to be tried experimentally, so as to .ascertain where a system is
applicable to the requirements. The streets in Glasgow are
narrow, and there are a great number of right-angled curves
: which absorb a great deal of power— far more than in the case
1 of horse cars. The relative advantages aud disadvantages of
i different types he summed up as follows : — Oil— Disadvantages :
[ Vibration due to unsteady running, danger of fire or explosion,
not self -starting, not reversible, easily damaged, complicated
; gearing. Advantages : No boiler required, automatic action,
driver has not to look after coal or fire. In the case of steam, the
disadvantagesare : Stoking, water-level and pressure gauge to be
attended to, weight of bailer and water ; while the advantages
are : Engine light, simple, aud understood by most men, gearing
simple, easily started aud reversed, vibration less, no smell,
| danger less than with oil, inclines easily mounted. Gas shares
all the advantages of oil and is less dangerous. It is more
certain in action, but the disadvantage is the recharging of the
reservoir. The advantages of electricity are, no vibration, no
smell (except from acid fumes), aud the disadvantages are heavy
accumulators, rapid depreciation, c»stly, both initially and in
working and the recharging of cells. The conclusions he had
arrived at were that at present the steam-engine car is the best
on the market so far as independent motors are concerned,
because it is independent, and because there is no nuisance. It
is the most reliable in every way, and until other oil engines are
brought out it will continue to be the best one. The electric
system possesses very great flexibility, and has the merit of
novelty, and it has proved a financial success. He did not
think," however, that they had arrived at a point at which
definite steps should be taken which would involve a great
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
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outlay on any system. He believed they had pursued the wisest
plan iu waiting, and lie thought they would continue to be wise
in being patient in connection with the development of the
various systems. The lecture, which was attentively listened
to. was illustrated with lantern views showing the different
machinery of the various cars which the Professor technically
explained.
Professor Rippbh proposed a vote of thanks to the lecturer.
He said it would be nothing short of a great financial mistake
at the present time to conclude from the observations of systems
which already exist that one system is better thrtu another, and
he believed in Sheffield it would be a great mistake to think
that what was best from Attercliffe to Lady's Bridge, would
prove the best from the New Market to Broomhill. There were
engineering matters which would require considerable working
out, and it was important that they should not tie themselves to
the system, so that when they had spent money on it they could
not do anything else to carry it on. ( Hear, hear.)
Councillor Georoe Sbnior seconded the vote, expressing
himself in favour of the overhead system or steam.
The vote was carried unanimously after a little discussion, *
and a similar compliment to the Chairman concluded the
meeting.
SIR WILLIAM ARROL'S NEW MOTOR.
Oxb of the most important proposals yet made with regard to
tramway traction has beeu laid before the Glasgow Corporation.
Sir William Arrol — the celebrated engineer— and Mr. George
Johnstone, who are joint patentees of a new oil engine, have,
through Messrs. Borland, King, and Shaw, writers, Glasgow,
offered, within four months of acceptance, to equip any route in
Glasgow with tramcars driven by mechanical power. This they
are prepared to do at their own expense, on th? express con-
dition that, should the Corporation decide, at the end of two
month*' trial, that the cars are unsuitable for the purposes of the
Corporation tramway system, they shall bs withdrawn, and the
community bj in no way held responsible for the expenditure
incurred, this bsing borne entirely by the promoters of the
scheme. But the promoters anticipate an unequivocal success
for their cars, and should their expectations be realised during
the preliminary trials, they offer on behalf of their clients to
equip every tramway route in Glasgow with cars driven by
mechanical traction, and to run these for a period of seven years
at a cut to the tramway departmeut not exceeding what it at
present pays for boras haulage. The cost of horse haulage is to
t>e calculated on the basis of the past two years' working of the
cars by the Corporation, which period admittedly was the
cheapest on record for such a system. At the end of the seven
years the promoters undertake to hand over to the Corporation
as a free gift the whole of the cars, with their motors, in good
working condition, and these latter to be held free of any charge
for royalties which the patents owned by the promoters would
entitle them to impose. As nearly as need be calculated for
present purposes, horse haulage, without deducting anything for
depreciation, costs the tramway department £100,000 per annum,
so that, while Messrs. Borland, King, and Shaw's proposal prac-
tically amounts to offering to equip the city's tramway system
with cars driven by a s?lf-contained motor for nothing, the
sum they would receive undfr the proposal would ba in round
figures something like £100.000 per annum for seven years.
Reporting on this offer, Mr. Young, the Corporation Tramway
Manager, said : — " It is now about two years since we had
communications from the sime firm in connection with a forth-
coming patent by the same inventor. These communications
were quite as vague as the present one. Before the motor was
produced or tested I was asked if I would entertain or recom-
mend an agreement binding the Corporation to adopt the system,
to sonu extent, in the event of a test being satisfactory. Of
courss, I did not see my way to d > so. Facilities for testing the
invention by conditionally using the rails were, however, frankly
granted by the committee. The outcome was the Johnstone
motor-car, which was, for a considerable time, tested in our
Coplawhill Yard. It was afterwards tested on the city streets
with members of the committee on board, and nothing has beeu
said about it since. It is still standing in our premises at
Dennistoun." In the present system the propelling power is
kept secret, and one month's trial of the undivulged motor was
to decide a contract for seven years. In his opinion the
committee should not get mixed up in any speculative scheme
of the .kind, and more especially if it cannot be operated by
men employed by themselves.
Acting on this report the Corporation declined to accede to
the request made by Sir W. Arrol and his colleague.
■t^fci^^rfWVWS**^******!****.****!
THE SELF-PROPELLED TRAFFIC ASSO-
CIATION AND CANALS.
As briefly recorded in our last issue, an " extra session " of the
Liverpool local branch of this Association was recently held
under the presidency of Mr. H. P. Boulnois, the City engineer,
when Mr. P. Willoughby read a paper entitled, "The Improved
Method of utilising Canals for Traffic," with special reference to
the canals of Lancashire and Yorkshire.
In the course of his remarks, Mr. Willoughby said it might
appear out of place to introduce for consideration a subject so
antiquated as canals, especially having regard to their financial
condition and to the state of decay into which many of them
appeared to be rapidly drifting, for, although some still yielded
a dividend to their shareholders, others barely paid their manage-
ment and working expenses, and some were actually derelict ;
but they must remember that before the railway era canals were
very profitable undertakings and of great importance as a means
of transport to the mercantile community, and the aim of his
paper, he said, was to show how canals could now be so
transformed and utilised as to meet the requirements of the age
and to regain the popularity they formerly enjoyed. The cities
and towns of Lancashire and Yorkshire were well supplied with
transport accommodation by the several railways and canals
passing through the district, and most of them had the advantage
of both systems ; but in consequence of the severe competition
to which every trade and business in the country was nowbeing
subjected, a pressing demand had arisen for lower rates of
carriage, which the railway companies appeared unwilling and
the canal companies in their present state were quite unable to
afford. He believed that one of the objects for which their
association had been formed was to render some assistance in
this direction, and he therefore ventured to bring to their notice
the improved method of utilising canals for traffic, iuvented by
Mr. Cook. He then enumerated the seven canals in direct
communication between Liverpool and Manchester, and proceeded
to point out the reasons for the failure of the present canal
system, and afterwards explained the improved method of
utilising canals for traffic. He said it was proposed to draw
off the water from the long-dUtanee canals, and lay down on the
bed of them a standard main line of 4 feet 8£ inches gauge
railway, constructed with stone foundations, timber sleepers,
cast-iron chairs, and a single line of 90 lbs. to the yard steel
rails, with gradients in the place of locks, retaining as waterways
such portions as might be required to connect the rails with
other canals which were not transformed, or with canalised or
other rivers. A single line of rails, with sidings and turnouts,
would be sufficient to transport ten times the amount of traffic at
present carried over the canals, but there was ample room on all
canals for a double line, which could be laid down when required.
The essay also dealt exhaustively with the financial side of the
question.
At the close of the address a discussion was carried on by
Messrs. C. R. Dykes (Rochdale Canal Companv), Maunsel C.
Bannister, J. Walwyn White, A. Bromley Holmes, G. F.
Ransome, A. Williams and E. Somerset (both of the Leeds and
Liverpool Canal Company). The usual compliments to the
reader of the address concluded the proceedings.
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THE AUTOMOfOtt AND HOUSELESS VEHICLE JOURNAL. rjAKrABT, 1897.
MR. J. E. TUKE ON OIL MOTORS.
Mr. James Edward Tuke, of Harrogate and Bradford, who
lias been recently exhibiting the Arnold motor-carriage iu
various parts of the country, last month delivered a lecture at
the Keighley Drill Hall on horseless vehicles. Facilities were
offered for a .thorough inspection of the machine, and Mr. Tuke
showed himself quite willing to explain the most minute details
of construction and working. He also gave exhibitions of the
car in motion, and negotiated the most difficult corners at a good
speed without the slightest trouble. The front axle remains
stationary and the steering wheels run on a pivot on the principle
of the Olympia tricycle. The motor is driven by oil, and can be
both started _ and stopped readily. It was remarked that the
smell from oil so much complained of in connection with vehicles
of this type was comparatively slight, notwithstanding the fact
that the motor was running in a confined place. Mr. Tnke's
lecture was given in a chatty style. He did not claim that the
motor was perfect, not did he "believe that it was a failure, but
he pointed out that the vehicles were as yet in their infancy,
just as bicycles were twenty years ago, only makers would have
the not inconsiderable advantage of all those years of experience
in the cycle trade. " Emancipation Day " had come before they
were ready ; makers had been caught napping, and the result
was that at present they were not able to meet the demaud
which was springing up in various parts of the couutry. The
lecturer traced, with the help of the lantern, the history of the
motor from 1780, when a steam carriage plied about Paris, and
he dwelt upon the barriers erected against its extension iu this
country by the l.tw, owing partly to the antipathy of the railway
companies and the ill-conceived objections of horse-breeders. He
next discussed the relative advantages of steam and oil as a ;
motive agency. He classed the principal advantages of steam '
as follows : — (1) Eeduced vibration when the car was at a stand-
still ; (2) the car was self-starting ; and (3) elasticity of working.
In regard to advantage No. 2, he said that to start the steam car I
they had simply to open the valve and the machine began,
whereas with oil engines they had to set the fly-wheel and
crank into swing positiou, with the cylinders filled with an
explosive mixture of oil and air before they could secure the
combustion necessary to get the first natural revolution of the
fly-wheel. To set against the advantages of steam, they had the
following advantages in the case of oil engines :— (1) Less
mechanism and consequent less danger of the machine getting
out of order ; (2) less need of overhauling ; (3) the simplicity of
the oil engine would enable it to be driven by any person of
ordinary iutelligeuce, and would not require an engineer. Mr.
Tuke dealt with several methods of ignition, and declared iu
favour of electricity, pointing out that the carriages would run
300 or 400 miles with one charge, and the cost of refilling the
electric sparker would not be above 6rf. Summing up, he Baid
that for heavy work — such as van* carrying a couple of tons or
omnibuses carrying 20 or 30 persons— he thought steam was
desirable ; but for light work— cars to carry 10 or 20 cwt., or
to carry a small party— he had no doubt that the advantage was
in favour of oil.
*****«*"»*»*»rt*»*www»*www*»
A COACHBUILDER ON THE FUTURE
OF AUTOMOTORS.
A largelv-attended meeting of the Aberdeen Mechanical
Society was held recently iu Gordon's College, Aberdeen —Mr.
Sproul, president, iu the chair— when a paper on "Carriage
Building " was given by Mr. Robert Shinnie, of Messrs. B. and
J. Shinnie, eoachbuilders.
Mr. Shinn-ie remarked that carriage-building included the
construction of even- kind of vehicle, from the luxurious
Pullman car to the scarcely less important child's mail car, and |
had a passing glance at the motor-car movement. Iu dealing
with carriage- building, he said they might well ask themselves
where they sttod. Were their past works about to become '
obsolete I Their present routine had received a sudden check,
and large- promises filled the air. If the eagerness with which
the fulfilment of those promises was searched after, and if the
anxious throb of expectancy raised with regard • to gigantic
horseless carriage and motor-car companies, with enormous
wealth of money and possessions, were any true portents, the
world was on the eve of changes vastly greater than occurred
when railways were introduced. Meanwhile they might
continue discussing the carriage! with which they were familiar,
and be ready to welcome the vehicles of the future — when they
come (laughter and applause). Mr. Shinnie then noted that
carriage-building grouped together a variety of diverse occupa-
tions or handicrafts, and these he enumerated in this order :—
(1) Wood workers and "body" makers, (2) under-carriage
makers, (3) wheelmakers, (4) blacksmiths, (5) trimmers, or
workers in leather and cloth, (6) painters, (7) draughtsmen and
designers. In addition to these, he observed that there are
numerous auxiliary occupations concerned in the industry to
meet the requirements of special makes of steel and iron,
_ special timbers, fabrics in silk and cloth, fittings in silver, ivory,
' and other ornamental materials, colours, and varnishes, leathers
of various kinds and colours, and he pointed out that the success
of the finished article very largely depends on the skilful selection
of the various materials of which the carriage is constructed.
The lecturer proceeded to describe the various technical pro-
cesses in carriage-building from the lithographed designs to the
finished vehicle. After glancing briefly at the historical aspect
of his subject, comparing the vehicles of the olden time with
those of later days, Mr. Shinnie concluded with another reference
to the motor-cir, remarking that great improvements must
necessarily take place in the present types, alike in the matters
of gracefulness and weight, before they can become widely
popular, but with development- on these lines the carriage-
building of the future may be conducted still more on the
principles of true art and science.
In a discussion that followed the reading of the paper, the
Chairman touched on these last points. It was his view that in
seeking to attain the grace and lightness in the motor-carriage
that were yet lacking, engineers and eoachbuilders between
them may effect such a structural change in the form of vehicles
as to bring in a new type that shall be alike beautiful and useful.
Very cordial thanks were awarded to Mr. Shinnie for his paper.
Tramway Motors for Light Railways.
The Sydney Minister for Works has had a report from the
Engineer-in-Chief for Railway Construction with regard to the
utilisation of tram motors on light lines of railway. In view
of the recent Light Railways Act the following retume of that
document will be of interest in this country : — It is intended to
convert all the steam tramways to electric lines, and the use of
the motors will of necessity be discontinued. It was Mr. Young's
idea that the motors might afterwards be put on the pioneer rail-
ways. Mr. Deaue points out that these tram engines have now
to take in water every five or six miles. In the country, of course,
such frequent stoppages would be an impossibility. To obviate
the difliculty the motors would have to carry tenders holding a
supply of water, and the weight of the tender with its burden
would, as a consequence, have to be deducted from the haulage
capacity of the motor. In a grade of 1 in 20 the motor carrying
water enough for 10 miles and coke for- 20 could haul 30 tons.
With a tender carrying sufficient water and coke for a trip of
50 miles, the haulage would amount to 22 tona. For a grade of
1 in 50 the loads would be 85 tons and 77 tons respectively ; for
1 in 80, 132 tons and 124 tons; for 1 in 10", 159 tons and 15L
tons. While the motors can easily negotiate sharp curves, still,
if curves such as there are about the city and suburbs were
adopted in the country, the rolling stock, except the passenger
carriages, would have to be specially built. Another drawback
would be that a transfer of freight would be required when the
maiu lines were reached.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL
141
MR. E. SHRAPNELL SMITH.
As hon. secretary of the Liverpool and District Centre of the
Self-Propelled Traffic Association, Mr. Shrapnell Smith has
been highly successful in his efforts to establish it on a firm
basis. To quote Sir Davirl Salomons on the occasion of his
inaugural address at Liverpool, in October last :— " In Mr.
Shrapnell Smith Lord Derby will find a clever, enthusiastic,
and nard-workiug honorary secretary." He has been exceed-
ingly energetic and tactful, while, judging only from the
experienced manner in which he has worked, many who do
not personally know him will be surprised to hear that he is
not yet 22 years of age.
Youth in his case has by
no means been a dis-
advantage, and, judging
from what he has done
already at this early stage
of his career, he should
have a successful future
in store for him.
Mr. Shrapnell Smith
was educated at the Liver-
pool College (Modern
School), St John's Col-
lege, near Preston, the
Royal Institution School,
aiid University College,
Liverpool. When 16, as
his father wished him to
follow either electrical or
chemical engineering, with
a view to which he had
been studying, he was
apprenticed to the United
Alkali Company (Ltd.),
Liverpool, and has gone
through their head offices
and the Gaskell and
Deacon's Works (Widnes)
of this great Syndicate.
At these works Mr. Smith
is now stationed as assis-
tant chemist and process
manager.
The accounts of the
Paris- Rouen race in 1894
led Mr. Smith to make an
exhaustive examination
of the early English
records and exploits,
which convinced him of
the great possibilities of
mechanical road-haulage,
and when Sir David
Saloinons's now historic
letter inviting communi-
cations appeared in the Press, he was one of the first to take
advantage of this opportunity to join hands with those who
were desirous of effecting the removal of the anomalous condi-
tion of things which then existed in this country. Attendance
at the great meeting of December 10th, 1895, at the Cannon
Street Hotel, when the Self-Propelled Traffic Association was
formed, succeeded as a matter of course, and this was followed
by an opportunity of enjoying Sir David's hospitality on the
occasion of his entertaining the committees of the French and
Belgian Automobile Clubs in July last.
On March the 2nd of last year Mr. Smith lectured in Liver-
pool on " Horseless Carriages and Motocycles ; their History
and Prospects," for which purpose he received much valuable
help and the loan of slides from Sir David Salomons, Bart.,
Mr. W. Worby Beaumont, and Mr. J. H. Knight.
This lecture was the fourth or fifth out of Loudon, but interest
I in Liverpool was so small that scarcely one hundred j>eopIe
I were present, and the local Press allocated barely 20 lines to a
report — a very different state of affairs to what obtained when
he lectured at the Picton Lecture Hall eight mouths later.
The acceptance by Mr. Shrapnell Smith of" the honorary local
secretaryship of the Self-Propelled Traffic Association was
delayed for some considerable time, on account of a projected
visit to South America which was not concluded, and with
the appointment his duties quickly increased. On September 9th
of last year the first move of the Association was made in
Liverpool, when Mr. Smith arranged for Mr. W. Worby
Beaumont to go down there, under the auspices of the Self-
Propelled Traffic Association, to address the Liverpool Incor-
porated Chamber of Com-
merce on the subject of
" Motor Vehicles for
Heavy Traffic." In taking
steps to form a local
council it was found that
the objects of the Asso-
ciation readily commended
themselves to all those
who were invited to be-
come members thereof,
and, after several private
interviews with the Right
Hon. the Earl of Derby,
on October 1st, 1896,
a deputation formally
waited upon the then
Chief Magistrate of Liver-
pool and received his
acceptance of the local
presidentship.
Mr. Shrapnell Smith's
idea of a programme for
the local branch was to
provide a series of papers
on the various phases of
the movement, and to
arrange for an exhibition
of modern self-propelled
vehicles at the earliest
date, when a variety of
types might be hoped for.
The former has lieen suc-
cessfully carried out, and
the latter rests with his
Council. All the work,
so far, has been carried
on with encouraging signs
of public interest.
In order to cany out
the heavy detail work of
his office Mr. Smith has
had "to burn the mid-
night oil " by no means
unfreqiiently, for all his
secretarial duties have been discharged single-handed, and
in no case has his "hobby" been allowed to interfere with
the due performance of his engagements in the chemical trade.
In the course of our interview with Mr. Shrapnell Smith, he
said : — " At present, my interest in the matter is entirely
scientific ; from the first indication, the revival of road loco-
motion has exercised a peculiarly fascinating influence over me,
and I was unable to refrain from identifying myself with the
pioneer work in some capacity." We also gathered that the
humanitarian aspect appeals very forcibly in Mr. Smith's case,
and his sympathy in tlie matter is undoubtedly intensified by
the exceptionally hilly nature of the Liverpool streets.
Mr. Shrapnell Smith is to be heartily congratulated on the
excellent results which have attended his efforts ; while the
Council of the Association could hardly have found a gentleman
K
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Janiaev, 1897.
more fitted in every way for the position which he no admirably
occupies. Before accepting the post, we understand that he
gave a written undertaking to the Association. that he would not
invest in or accept any commissions from motor-car companies.
This is a very desirable guarantee, in that he is enabled to
appear in public without fear or favour, but it need not preclude
his one day becoming a leadiug spirit iu some of the numerous
large carrying undertakings that are likely to come into existence
for the establishment of traffic routes between centres of com-
merce. We venture to assert that he would prove a great
acquisition to any such enterprise.
MOTOR WATER-CARTS.
— — ♦ — .. .
The following notice of motion has been given by Mr. G.
Yarrow Baldock for consideration at the next meeting of the
Hackney Vestry :— -"That, in consideration of the large and
continually increasing amounts paid by this Vestry for horse-
hire and cartage, and with a view to facilitate the work of
'slopping and dusting ' being undertaken entirely by the Vestry
without the intervention of a contractor, it be referred to the
General Purposes Committee and to the Sauitary Committee
jointly to report as early as may be : — («) As to the practica-
bility and possible economy of employing for the purposes of
the Vestry carts and vans driven by electric or other automatic
motors ; (b) As to the advisability of fitting suitable motors to
the water-carts and other vehicles at present the property of the
Vestry ; (c) As to the advisability of the purchase by the
Vestry for experimental purposes of a motor-van or vans of the
most approved pattern designed for the collection of refuse and
scavenging. And further, tliat the said joint committee be and
is hereby authorised to obtain all such necessary estimates, plans,
drawings, and specifications as will enable the fullest possible
information (specially as to the probable capital outlay and cost
of maintenance) being embodied in the report for the guidance
of the Vestry."
TRAMCAR PROPELLED BY HOT 'AIR.
In view of the prominence which the question of street loco-
motion has assumed, a description of the motor-car which Mr.
James Murrie, consulting engineer, 264, St. Vincent Street,
Glasgow, h;is laid before the local Corporation Tramway Com-
mittee will be read with interest. The motive power is
compressed hot air, which is compressed at a station by a gas-
eugine to a pressure of 2,000 lbs. per square inch. When heated
it is stored in accumulators consisting of nests of solid drawn
steel tubing, enveloped by a fluid maintained at a temperature
of 800 degrees. Each station is placed as near a tramway
terminus as possible, and the hot air is conveyed from the
accumulators through small flexible metallic tubes to a pillar on
the street. The car having been drawn up opposite this pillar,
the end of the tube is attached to another coupling on the car,
and the reservoir of the latter is charged, and the tube dis-
connected in less than half a minute. In cases where it is
incouvenient to have fixed stations, the generating appliance
may be erected on carriages which, having been charged, are
run along the tramway rails to the motor-car into which the
hot air is transmitted through coupled tubes resembling those
used iu connection with the Westinghouse brake on railway
trains. The reservoir underneath the car consists of several
solid drawn, mild steel tubes encased in asbestos with an outer
metallic jacket. One of these reservoirs will store sufficient air
to propel the car for eight mile*, or, by adding to the weight, a
reservoir can be made to contain enough to propel the car for
24 miles. The motor, which is fitted below the car, consists of
six cylinders, each operating on an axle crank set at an angle of
60 degrees to its neighbour. It will propel the car in either
direction, and works up to 25 indicated horse-power. The
motor is arranged to' ait as an air compressor, and when the
action is reversed it serves as a brake, energy being stored in
descending a hill or in stopping. The car starts gently. A small
independent motor coupled to a dynamo supplies the current U>
four 20-candle electric lights at an estimated total cost of a
penny per hour. In front of the wheels at each end of the car
is a revolving life guard. A dial in the interior of the ear
automatically shows the route and the streets that are being
traversed. The tickets are stamped automatically with .the
names of the streets at which the passenger enters or leaves the
car, so that the conductor does not require to leave the platform
where he receives the fares from the passengers as they leave.
Three brakes are attached to the car — the motor, a modified
Westinghouse, and a lever brake. The weight of motors,
reservoirs, &c, average 1H cwt. per car for a run of eight miles,
or 28 cwt. for a pin of 24 miles. Mr. Murrie estimates thtit
the cost of running such a car will range from 1|</. to 2d. per
mile, according to the type of engine used at the station, these
sums including a!l charges for energy, such as fuel, repairing
of motors, depreciation, wages at ttations and insurance, but
makiug no allowance for management.
ROYALTY AND THE NEW INDUSTRY.
To Mr. Hugh Inglos, who is a son of General Inglos and a
connection of Lord St Oswald, is due the credit of introducing
motor- carriages to Royalty. This event took place at a house
party given by Lady Sheffield, when H.R.H. the Duke of
Cambridge, K.G., availed himself of the opportunity of indulging
in a drive in a carriage smartly driven by Mr. H. Inglos. The
motor was an oil one of a modified Daimler type. Subsequently
at Doncaster Mr. Hugh Inglos — who is interested in the
Omnium Supply Company gave a lecture on the horseless
carriage, in the course of which he alluded to its many advan-
tages, stating that it took up no stable room, and would ruu
from 50 to 100 miles with one charge of fluid, and would attain
a speed of from 12 to 30 miles an hour with ease, and continue
it night and day. Motors could be made to any necessary
home-power, and could be fitted with specially constructed
pneumatic tyres on the latest improved silencing systems ; any
part could be renewed at any time, and vehicles could be run
either slow, half speed, or full speed, and could be replaced at
once ; and any youth could drive them with absolute safety.
Compared with horses and carriages the motor-carriage was
cheaper both in cost and maintenance, and he looked to the day
when the farmer would have his own light railway, practically,
and would go to market and back again, and send his produce
with ease and economy. If wanted expeditiously, no time was
lost in lookiug for the groom or harnessing the horse ; a match
was simply struck, and the auto-carriage began to move. To
medical men he could conceive no greater boon, and how handy
it was for running to and from the station with passengers and
luggage ? France and America had for some time been in the
field in the making of these cars, but England was only just
beginning to develop its strength. He further dwelt upon the
various motive powers used — steam, oil, and electricity, and he
said that he believed, and his own opinion was, that steam,
notwithstanding its present disadvantages in the weight of
machinery and so forth, would eventually held its own, but, at
present, steam was not nearly so suitable as oil or electricity.
Electricity had the disadvantage of the weight of the accumu-
lators, and oil practically was the best motor they possessed at
the present moment. There was also compressed air, but this,
so far, had proved unsuitable for the purpose. He remarked
that there were various kinds of oil engines, and described the
many valuable patents which were essential to the building of
good oil engines, and, in conclusion, he expressed his strong convic-
tion thai; English engineers, who could still build the best ships
and the best locomotive engines, would hold their own in
building the best and most economical motor-cars.
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THE AUTOMOTOB AND HORSELESS VEHICLE JOURNAL.
14:.!
NOTES OF THE MONTH.
Excitement was recently caused in Oxford Street by tho
taking fire of a motor-car which wa9 proceeding along the
ctreet. The driver on discovering the mishap speedily
brought the car to a standstill alongside the pavement.
A cry of " Fire ! " was raised, and a large crowd rapidly
(fathered round the vehicle and assisted in extinguishing
the flames.
— — ♦
Queen Christina of Spain is the only Sovereign who
possesses an automotor. The carriage, which has been
on view in London for some time, has now been forwarded
to the Royal lady.
♦—
The Tramway Committee of the Glasgow Corporation
have agreed to postpone for a month consideration of the
report by the genoral manager and his engineer in regard
to the various tramway motors in use in American cities
which they had visited.
*
The Fifeshire County Council are not satisfied with the
Scotch regulations for motor-carriages — although they
are already more stringent thau those in vogue in
England. The alterations which tbey seek are as
follows :- —
Art II.— (2) That on roads under 16 feet wide, the width of
light locomotives allowed to travel thereon be not above 4 feet
'J inches. That no light locomotive he allowed on any road
under 13 feet in width. (3) That the width of tyre be made
t<> correspond to the weight, of a light locomotive when loaded.
6) That there be shown on each locomotive weighing lj tons
or upwards, the weight of the locomotive unladen, and the
maximum weight which it is to be allowed to carry or draw.
(!i) That there be two lamps, one on each side of each loco-
mutive. Further, that provision be made that the person in
i harge of a light locomotive shall be not less than 18 years of
;ige, and shall be certified as qualified to be in charge of light
lix-oniotives.
Pakis, like London, has been visited with a motor-
carriage fire. It was five o'clock and just dark on a
December night, when a sudden fire broke out in the
middle of the street, flames shooting up to the second floor
»f the houses. People catnu running up from all sides,
and a couple of minutes later the fire-engines appeared
upon the scene and played their hoses on a burning
motor-carriage. The reservoir, containing six gallons of
nil, had caught fire, setting aflame the woodwork. The
carriage, or rather van, belonged to a bootmaker of the
Boulevard des Italiens, but the boots were cleared out in
time.
That fearful and wonderful invention, the Keeley
motor, is once more to the fore. Apergy is, we are told
by an American correspondent, the name of the " force "
claimed for the motor. It is thus defined : — " It is
obtained by simply blending negative and positive
electricity with electricity of the third element or state,
and by charging a body sufficiently with this fluid, gravi-
tation is partly reversed, and the earth repels the body
with the same or greater power thau that with which it
formerly attracted it, to that it may be caused to move
away into space." Tho beauty of the explanations as to
the Keeley motor is that they are all so simple and so
beautifully clear that anyone — even the most unscientific
— can understand thorn at a glance. When will that
motor work 'i
The Hon. Chas. Rolls, youngest son of Lord Llan-
gattoek, the Hendre, Monmouth, has been perambulating
the country during the holidays with his Pbugeot motor-
pi aeton, which we illustrated in our last issue. He made
an exceptionally good journey from Gloucester to Ross,
which compensated him for his disappointment in not
being able to take part in the historical trip to Brighton.
M. Le>ine, Prefect of Police, is a convert to the practical
utility of the automobile. He ha3 written to the Paris
Municipal Council asking permission to take from the
money at his disposal about £140 for the purchase of a
machine worked by petroleum for the traction of a tire-
engine, ladders, and so forth, and for the conveyance
of the necessary staff of pompiers. If the experiment
prove successful, as is anticipated, horses will eventually
be entirely replaced by automobiles in the fire brigade.
This is a very significant move, and it speaks volumes for
the progress which is being achieved on the Continent.
About £100 damage was done by firo recently in the
office of Mr. George Johnstone, Hope Street, Glasgow.
There were some patented drawings of motor-cars in the
office which were, fortunately, saved from destruction.
The new electrical system of tramways now in course
of construction in Leeds is to be ready for tho use of the
public by Whitsuntide.
The Corporation of Halifax have lodged a Private Hill
empowering the authority to construct motor tramways.
They ask for powers to work the system themselves, and
to charge a passenger fare at the rate of a penny per mile
or fraction of a mile. They also seek authority to use tho
tramways for sanitary purposes, "and for the conveyance
of scavenging stuffs, road metal, and other materials
required for the works of the Corporation free of all tolls
and charges in respect of such use." Officers of the Cor-
poration when on duly are to be carried free of charge, fares
are not to be raised on Sundays and holidays, and borrow-
ing powers for the purposes of the Act, to the extent of
£20,000, are taken.
The Neath Corporation seek Parliamentary powers to
work all tramways within their jurisdiction.
♦— —
The Huddersfield Town Council have adopted similar
resolutions— so that the day of the promoter in tho
provinces seems to be waning.
Perth tramways have been a great success, ami tho
directors have a substantial balance after allowing for
dividend.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[JxsrABT, 1897.
We are very pleased to hear thot the young girl Dyer,
who was injured by being knocked down by a motor-car
at Crawley during the motor-car parade last November,
has been discharged from Crawley Hospital quite recovered
from, the mishap.
» ■
In a recent issue we commented upon Mrs. Wood's
invention of a motor-horse. But as this idea comes from
the opposite sex, we allow our contemporary, Woman, to
supply a further commentary upon it : —
Women, it has often been said, seldom excel in the business
of original creation or invention, for their faculties are chiefly
imitative and not inventive, but the lady who will shortly exhibit
a remarkable patent at the Crystal Palace proves that even a
woman's brain is occasionally capable of flights of mechanical and
inventive genius. The invention is a petroleum motor in the
shape of ahorse, which can be attached to any vehicle and be
controlled by a driver from the box-seat of the carriage or ridden
as an ordinary steed. A small waste-pipe is run under the
carriage to the rear, where all the vapour and smoke is given off,
thus saving all inconvenience to the passengers from that source.
The inveutor of this motor-horse is Mrs. Wood, of Mitcham, and
she claims by it to have appropriated all the advantages of the
motor-carriages, which will so soon be seen in our streets, without
any of their numerous disadvantages. I shall he interested to
see this invention, but it is to be hoped that Mrs. Wood has not
really attempted to imitate the outward form of the horse. The
result of such a proceeding could only be comic.
Woman is, of course, illogical. Take away the " outward
form of the horse" and what remains of the novelty?
Surely our friend from Mitcham conld not be expected to
design an ordinary traction-engine !
opinions as to the rate of progress by nearly 25 per cent.,
while the lowest figure mentioned will in nearly every
case be higher than that at which tho vehicle is moving.
The members of the Cardiff County Council have been
for some time past almost equally divided in their opinion
as to how the tramway line3 should be owned. As ft
natural consequence, debates have been many while the
decisions were but few. At last, however, they have come
to a resolution, which runs as follows : —
That the Corporation buy the lines and depots for £61,500 ;
that they lease them to the Company for 15 years at a rental of
5£ per cent, of the purchase money ; and that the existing lines
be made equal to new at the cost of the Company, that the lines
be doubled where necessary and convenient, that the fares be
not raised, that the Company introduce electrical or any other
mechanical traction when desired by the Corporation, and that
all extensions and newly constructed lines be rented on the
basis of 5i per cent
»— —
There have been some convictions during the month
for furious driving, more particularly in the Midlands.
When, however, a policeman or anyone else swears that a
speed of 20 miles an hour has been exceeded, it by no
means follows that it has. We should like to take X 2410
along a country road on a frosty day nt 10 miles an hour
and ask him for his estimated rate of running — the
probabilities are that he would state a record-breaking
pace.
•
I.\ fact, there is nothing so hard to estimate as the speed
of a passing vehicle whea it travels at anything over nine
miles an boui\ Let half a dozen men, taken at haphazard,
stand at a corner and see a carriage driven by at top
speed, and we will venture a fairly heavy wager that if
they state their hon?st opinions they shall differ in their
When the time comes for revising the law, driving to
the danger of the public must be the factor which is to
determine a man's guilt or innoceucc and not any pre-
sumption as to the actual speed at which one progresses.
Mention of the fact that motor-cars are prohibited
from passing up or down the Long Walk in Windsor
Park has already been made. A further notice has been
posted to tho following effect: — "Motor-carriages and
other locomotives are not allowed on the private roads in
the Park."
| ' Any Corporation which may contemplate taking over
the undertaking of a tramway or other company, &c,
i within its borough boundaries, will do well to follow the
prudent example of Sheffield. The Corporation of that
i town have managed to come to a pri/ats agreement with
the Tramways Company to purchase the whole of their
undertaking for £27,500, and when it is known that tho
I original demand of the company was £31,000, and tlio
| original offer of the Council £27,000, it must be admitted
| that the lattsr have made a very good bargain. Speaking
| from the point of view of public bodies, and consequently
| of the ratepayers, we may Fay that it is decidedly the
best policy in such matters to arrive at- a compromise
without arbitration.
•
The Streets Committee of the Middlesborough Cor-
poration have appointed a committee to meet and consult
with thair neighbours — the Councils of Thornaby and
Stockton — as to the conditions upon which electric tram-
ways are to be jointly allowed in the districts mentioned.
" Anecdotes " is responsible for a statement that a
qnick-firing gun which can discharge 700 rounds a minute
and travel 45 miles an hour has be3n perfected, and is in
truth a reality of war. The writer continues : — " The
effect of 50 or 100 of these machines of war charging
into a large body of troops, or run through a city at a
high rate of speed, firing their deadly missiles on the
inhabitants as they rushed through, can readily be
imagined." Well, yes, Jules Verne has long ago imagined
all this — but when will the reality come ? It is easy to
edit a newspaper of the popular Bits order. One has
oidy to describe an absolute achievement of the apparently
j impossible and the trick is done.
As reported elsewhere, the Glasgow Corporation have
I considered the proposal of Sir William Arrol and Mr.
I George Johnstone to equip, free of cost, a section of their
tramway system for the demonstration of the Johnstono
I motor-car. The proposal was rejected, and the Corporation
adhered to their decision to give a fair trial to any motor
I which may be exhibited for inspection, and, generally,
I to give all inventors reasonable facilities to do so. It
I was also resolved that Mr. Young's report on his American
investigations should be circulated.
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145
Altogether 11 applications have been made to the
Light Railway Commissioners from the promoters of
light railway schemes throughout the country, and pre-
parations will be at once made by the Commissioners for
considering them.
In order to carry out an improved system of electrical
working, the South Staffordshire Tramways Company is
to be reconstructed. A sum of £140,000 is to be raised
on 4| per cent, debentures, while the interest on the
preference shares is to be reduced to five per cent. The
charges thus created will amount to £10,600 per annum.
We learn, on the authority of such a competent judge
as Lord Lonsdale, that motor-car3 are not likely to inter-
fere with coaching as a form of sport. Some day, he
says, motor-cars may replace omnibuses, vans, drays,
and carts, though ho holds the opinion that enormous
improvements will have to be effected before the new
vehicles can do that ; bnt he confidently says that " they
will never oust the carriages and traps in general, except
in the way of night work in London, or heavy work in
the country." Asked to give a reason for his confidence,
Lord Lonsdale replied: "Well, just for the same reason
that men do not go grouse-shooting with Maxim guns —
because there is no sport in the other thing."
The introduction of the motor-car into Wales was
marked by an unfortunate but unavoidable accident.
One of Thornycroft's horseless carriages had been pur-
chased for conveying ship's stores, &ca, from Cardiff to
Barry Dock, and was brought by road from London.
When near Cardiff Infirmary Mr. W. Duncan, the secre-
tary to the purchasing company, in attempting to remount
the car while in motion, slipped, and before the carriage
could be stopped, had one of his big toes crushed, and
amputation was necessary.
The New York Post Office authorities believe that
horseless wagons will prove cheaper and more expeditious
than the vans at present in use. Their success in this
respect has been demonstrated elsewhere, and it is
expected that ere long the new vehicles will entirely
displace the old-fashioned horse-drawn Post Office vans.
The chief advantage claimed for the motor-car is thit
it runs so smoothly in the streets and roads that the
letters and other mail matter can be sorted and stamped
in transit, as in a travelling Post Office on the railway.
In this way the mails can be taken from the points of
collection direct to the train ; and thas a considerable
amount of time is saved. For parcel post purposes, in
this country, horse vans, in some places around London
especially, are utilised instead of the railway during the
night. Should the American experiment of road and
street sorting motor-carriages prove successful, we may
by-and-bye see them introduced into Englaud.
poration power to raise money for the purpose of con-
structing tramways— £83,050 — and will enable them to
work the tramways themselves or by their lessees, and
to use steam locomotive, cable, electric, or other
mechanical power.
The Company which has recently laid down in New
York an improved underground trolley conduit for
working their electrical tramway system is, as might
be expected, in difficulties, owing to the cold weather and
snowstorms which have recently prevailed in America.
The engineers concerned, however, say they are confident
that they can keep the conduits clear. It is well for us
that the experiment should be tried in the States ; for
if they can ever, which is more than doubtful, get an
underground system of electric mains for tramway pur-
poses which will work satisfactorily in all weathers it
would soon be universally adopted in this country. Of
course, always premising that the cost is kept within
reasonable limits.
»
The Blackburn Corporation have agreed to renew the
lease of the local Tramways Company on their substituting
electric for horse traction on two of their three routes.
The Corporation will supply the Company with electricity
at the price of 2^d. per unit up to 140,000 units, and
2d. per unit above that quantity, and will provide over-
head wires and poles, the Company to maintain their own
motors and electrical plant.
The Bradford Corporation have deposited in the
Private Bill Office of the House of Commons for con-
sideration during the ensuing session a " Tramways and
Improvement" Bill. The measuie will give the Cor-
An ingenious excuse was recently made by a West
Ham farrier for neglecting to maintain his wife and
family. He said that since he saw a motor-car he had
not the heart to shoe any more horses. The Bench
thought he was suffering from that species of " motor-
ataxy " which ordinary people call laziuess, and sent him
for a month to a place where exercise on the treadmill
has usually an exhilarating effect.
The Sale District Council have decided to oppose the
tramway scheme of the Manchester Carriage and Tram-
ways Company, solely on the ground that the proposed
overhead electrical wire system is nnsightly, aud objec-
tionable in many other respects.
The officials of the Loudon Road-Car Company enjoyed
a very successful dinner on the 7th inst. Of course tlie
subject of motor-carriages could not be kept out of the
Rpecches, and while regretting the " loss of their fellow
four-footed labourers " — as some present called them —
they were all ready to welcome any improvements which
might bo brought forward.
Our cab strike can hardly bo said to have produced
much of a revolution in London locomotion. But in New
York they are just at tho expectant stag.i at which wc
were some two or three months ago. The New Yorkers
are also indulging in the luxury of a cab strike. It is n
more formidable affair in the land of freedom than in
London. There the striker pulls out his revolver and
shoots nt sight.
K 3
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jantabt, 1897.
THE SERPOLLET STEAM SYSTEM OF MOTORS.
A deputation from the Aberdeen Town Council recently came
to Loudon for the purpose of inspecting motor-carriages, with
the object of recommending to their colleagues which system
would be most suitable for the purposes of the Board. As a
)K>werful vehicle capable of carrying some 20 persons to and
from the beach is required in Aberdeen, none of the oil motor-
driven vehicles were in any way suited to their wants, but
conducted by Mr. G. Hopkins, of Parliament Street, and Mr.
Julius Harvey, of Queen Victoria Street, to the Serpollet depot
at Willesden, they there saw two diverse vehicles which enabled
them to thoroughly test the merits of the steam -carriage. One
was a small vehicle like a phaeton to hold four per* ns, and the
other was a large tramcar to carry 50 passengers.
As it is understood that the members of the deputation
reported favourably on steam, as represented by M. Serpollet's
invention, we quote as follows from the statement of one of
the representatives. He writes : —
" We had not many minutes to wait until Mr. Oust, the
engineer, representing M. Serpollet, announced that he was
ready to demonstrate the capabilities of the tramcar. In the
rails leading out of the shed there is an awkward double curve
like the letter 'S,' and it was a point of interest with the
conductor is placed on the front platform. The boiler consists
of a group of tubes so arranged that the heat of the furnace
can play freely round them. Water, injected by means of a
powerful hand-pump, is immediately converted into steam, and
it i9 one of the features of the Serpollet system that an increase
of several horse -power can be obtained in an instant by one or
two strokes of the hand-pump. The advantage of this is
evident. When a vehicle reaches a hill or a road along which
travelling is heavy, additional power is required, and the use of
the hand-pump in the case of a Serpollet car has been described
as analogous to an application of the whip in the case of horses.
^W^ T
YYUir
Fig. 2.
Stt9.ni.
Fig. 1.
deputation to observe how the car would negotiate the curve.
As a matter of fact, it turned easily, if not elegantly, and was
promptly switched on to a private line extending for about
200 yards along the side of the commodious premises. The
visitors having entered the vehicle, it glided down a slight
gradient to the end of the line at the rate of about five miles an
hour. On reaching the bottom, the engines were immediately
reversed, and the c»r made its way back again, climbing the
hill with no apparent effort. The journey was repeated again
and again, more power being applied at every fresh start until a
speed of about 10 miles an hour was attained. There was
very little noise, and no smell. The use of coke prevents smoke,
and the steam esctpes as if by stealth.
" The car, which was built a few months ago, was for some
time in use on the streets of Paris before being taken to London
for exhibition purposes. Although the vehicle we saw differs in
many res|>ects from the sort which would be suitable for traffic
in Aberdeen, a brief description of it may be interesting. It is
built to accommodate 20 persons inside. 24 on the top, and six
on the front platform, the outside passengers being protected
from rain by a roof. The front of the tram resemble* an
ordinary car, except that six seats are placed under a kind of
verandah. At the back are the appliances for driving and
regulating the car. Here may be seen the furuace, the auto-
matic oil pump, the handles by which the motive pjwer is
npplied, and, in short, all the paraphernalia of a locomotive on a
small scale. There is room at the back for only one man to
attend to all the functions of regulating ami driving, while the
Another material advantage claimed for the Serpollet boiler i*
that it cannot bnrsti The tubes are filled, not with water, hut
with steam merely, and, in the case of a negligent driver allow-
ing the tubes to be overheated, all that can occur is an escaiie
of steam and a stoppage of the car for tbe time being. The
engine -a very powerful-looking little thing — is subtly concealed
between the two pairs of wheels. Motive power is applied to
the running wheels by a series of cogged wheels, the pistons and
connecting-rods so conspicuous in a locomotive being absent
here. Were it not for the compartment at the back of the car,
and a suggestion of unusual solidarity, there would be difficulty
in distinguishing it from the ordinary tramcars we see on the
streets every day."
Fio. 3.
Apropos of this visit, and of the favourable comments made
by Sir David Salomons as to the future prospects of steam as
represented by the Serpollet boiler, we append a few illustrations
showing the details of tubes and some views of carriages wliL'li
have been recently constructed in Frauce. We have received
so many queries from correspondents on this subject that we are
pleased to have an opportunity of affording the information
which we have been repeatedly asked for.
Fig. I shows a section of the form of tube which has been
adopted after several trials. It is made out of steel tube, the
slit in the centre being a1! the water or steam space which is
provided, so that it has an enormous reserve of strength. The
boiler is, in fact, constructed on the principle of a practically
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THE AUTOMOTOR AND HOMELESS VEHICLE JOURNAL
U7
instantaneous conversion of the water supply into
steam of the pressure required — the supply of water
being automatically supplied as steam is used iu the
cylinders. These tubes are coupled up as shown iu
h'ig. 2, while Fig. 3 shows in detail the method in
which the joints are made.
The combination of stamped sections of the shape
shown in Fig. 1 and the drawn tubes of the joint
marked A in Fig. 3 are arranged in the fire-box, so
that only the stamped section is exposed to the full
force of the hot gases ; the tubes A are only sub-
jected to much lower heat ; while the threaded ends,
K, are altogether outside of the fire-box. In this way
•Treat safety and strength-pressures of 1,500 lbs.
and upwards have been frequently applied at very
high temperatures without any distortion of the
tubes. This has been demonstrated repeatedly, and an
iustance may be given : — One of the extremities of
nn element (an element being the group of tubes
shown in Fig. 2) was closed, and the other was
■•onnected with a test pump. When the element
had been heated in a forge fire to a temperature of
from 780° F. to 900° F. water was injected into it at
varying pressures up to 3,000 lbs. without any percep-
tible distortion. In practice the Oontrole de-s Mines
of France certify these tubes as safe at 1,500 lbs.,
and this is done by virtue of a Ministerial older
issued after an elaborate series of experiments in
1888. It will be readily seen that the tube elements,
as they are called, can be readily grouped in prism
arrangements, so that they can be used as horse-
power varying between two horse-power and 50.
One enormous advantage of the thickness of tubes
used — besides that of safety — is that a considerable
amount of heat is stored in the tubes, and this is
taken up by the cold water as it is pumped in. If
they were thin in section the great disparity in
temperatures would soon lead to a disruption in
shape from this cause alone, without any reference
to the poor efficiency which would ensue. With
regard to the general details of the Serpnllrt engine
and carriage, we hold the.se over until we have an
opportunity of illustrating and describing in detail
a new carriage which is about to lie placed on the
market. Iu the meantime, however, we avail our-
selves of the courtesy of Mr. A. It. Sennett, who
has lent us blocks with which we illustrate, on this
page, various foi-ms of Serpollet steam carriages,
which may be taken as types of those hitherto
introduced by the maker. We may mention that
these views will appear in a book which will be
shortly published by Messrs. Whittiker and Co.,
entitled "Horseless Road Locomotion: its History
K I.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jantaht, 1807.
and Modern Development." This work is from Mr. Sennett's
pen, and from the advance proofs which we have had an
opportunity of examining, we can safely state that this volume
will become one of the standard authorities on motor matters.
COACH MAKERS and MOTOR-CARRIAGES.
BUSINESS NOTES.
The annual social gathering of Messrs. Atkinson and Philipson's
employes, their wives and friends, to the number of nearly 200,
took place at Newcastle-on-Tyne on New Year's Eve. At the
concert which succeeded the tea, Mr. John Philipson presided,
and presented the prizes to the deserving apprentices. He
remarked that it was the 38th anniversary of the first pre-
sentation, and he believed his system had the desired effect,
in encouraging improvement in work and the habit of punc-
tuality. The motor-carriage would take a certain place on the
roads which were now open to it, but he did not think it would
interfere to any marked extent with the manufacture of English
pleasure carriages and of harness. Motor-carriage building
would be a distinct branch, and he hoped shortly to have a
wing of their manufactory devoted to the purpose. The greatest
caution was necessary in the selection of a motor, as, up to the
present time, the engines were far from perfect ; but he and
his sons were working and watching carefully, so that they
might, at the earliest possible moment, be able to offer some-
thing reliable to the public. This, he believed, was the best
way to keep the industry in their hands, as the coachmaker,
owing to bis special knowledge of carriage construction and
suspension, was the proper and most capable person to produce
a carriage which would work without noise or vibration, and
would run smoothly, and be comfortable and durable. The
concert was followed by a dance, in which Messrs. William
and John Philipson, junr., took part.
Motor Vehicles to Convey Produce
Queen's County.
in
Some further particulars are to hand as to a service of auto-
motor vehicles which will be shortly established in the southern
jiortion of Queen's County. It is proposed to run vehicles both
for goods and passenger traffic from Johnstown, in the county
Kilkeuny, to Ballybrophy Station, calling at Rathdowney and
continuing to Borris-in-Ossory. The district is an important
one for grain and green crops, and there is almost a continual
line of heavy vans on the roads in the harvest time conveying
the produce to the Ballybrophy Station. It is also an important
line for cattle conveyance. Nearly all the young cattle brought
up to the Queen's County for fattening come from the south and
west portions of Limerick County and from Kerry. They are
nearly all discharged at the Ballybrophy Station, and after a
large fair in either of these counties the roads round Bally-
brophy are studded with lots of cattle for the different graziers
living about. A great many of the cattle have from time to
time to be brought from the station to their destination on cars
and cart-'. The motor-cars will be fitted up for the purpose of
taking over that traffic also as well as the conveyance of sheep
and swine.
The country which the new service will open up is a rich and
iniportmt one. There has been almost a continual movement
amongst the people there for a railway line through it. The
proposal to run motors for the light traffic of the district has
given a great deal of satisfaction in tha locality. The project
nvgina'el with a wealthy resident in the neighbourhood of
JolirHtown, with whose name more than one enterprise in the
district ii associated.
Cardiff Adopts Motors.
The South Wales Motor-Car and Cycle Company (Limited),
has been registered with a capital of £5,000 in 1,000 £5 shares,
and the whole of the shares issued have been taken up by
merchants, snippers, and traders connected with the Cardiff
Docki. The directorate consists of Mr. E. L. Downing, Captain
Hamilton Murrell, Mr. T. R. Thomas, Mr. R. T. Duncan, and
Mr. H. Thomas. The headquarters of the Company will be
119, Bute Road, Cardiff. The premises are now undergoing
extensive alteration, and will soon contain a varied assortment
of motors and cycles. The Company's engineer submitted an
exhaustive report on the different types of motors, and in the
first instance recommended the purchase of a steam motor van,
steam being the best and most easily managed motive power
known up to date. The Company adopted the recommendation,
and forthwith placed an order for a steam motor-van with the
Steam Carriage and Wagon Company (Limited).
The type of van built at the Chiswick works is well known,
as we have fully described and illustrated it in our columns,
especially in our last issue. The van was run down to Cardiff
by road, the distance traversed being 158 miles, while the total
time under steam on the journey was 25 hours — the load carried
being about half a ton. The roads between London and Oxford
were in very bad condition, being up for at least one-third of
the distance. From Oxford the second day's journey was on
rather better roads, while the last run from Gloucester through
Chepstow to Newport and Cardiff was over very hilly roads, but
every acclivity was successfully climbed. Not the slightest
stoppage was necessary on the way for either adjustment or
repair, and the van arrived at Cardiff in as good a condition as
it was in when it left Chiswick.
The new van will not be a mere advertisement, but will have to
earn its own living. It will be a familiar object about the docks
collecting and delivering, and when convenient making trips
to Newport and Barry on the same mission. A large amount
of work has already been promised for the van by shareholders,
who calculate upon effecting a great saving over the present
system in vogue. It will be decidedly interesting to watch
the outcome cf the experiment, which may lead to an extensile
industrial development in the district.
We have recently had an opportunity of minutely inspecting
and testing the driving chains manufactured by Messrs. Brampton
Bros., of the Oliver Street Works, Birmingham. It is rather late
in the day to testify to the excellence of finish which this firm
have achieved in their products, but the exquisite finish of
their manufactures and the consistent strength which is main-
tained by them in all their varied output are worthy of the
highest praise which can be given. In their own speciality they
are without rivals.
Motor-Cars in the Isle of Man.
In view of the fact that the Imperial Parliament has passed a
Bill authorising the use upon certain roads of motor-cars, there
has been introduced into the Manx Legislature, at the instance
of Mr. James Mylchreest, who represents Castletown in the
House of Keys, a Bill to legalise the use of light locomotives,
not to exceed in weight four tons, and so constructed that no
smoke or visible vapour is emitted therefrom. Fourteen miles
is fixed as the maximum speed of travel along public highways.
It is provided that yearly duties shall be charged. After some
discussion the Bill was adopted by 14 votes to four.
The Fifth Avenue Stage Company has, says Dalziel, ordered
one hundred motor 'buses, of 20 horse-|>ower each, and expects
tn have them running in a few month*.
■>*^»*%»%«,**,»*-»*»*lW*.i'W*^*i*W«
Ha hirdetok irjak kerunk a "The Actomotor and Hoiwk-
i.rs« Vehicle Journal" gondolni.
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Jantabt, 1897.]
THE AUTO MOTOR AND HORSELESS VEHICLE JOURNAL.
149
AN INTERVIEW WITH MR. M'KIM.
His j£5>ooo Challenge, and Opinions on Motor-
Vehicle Matters generally.
Ix our last issue we announced the fact that Mr. J. L. McKim,
(if 81, Cannon Street, E.C., had challenged the Motor-Car Club
generally, and its president particularly, to a contest, offering to
lwck the Duryea Car, in which he is interested, against any other
four-wheeled vehicle of equal horse-power for the sum of i'5/HX).
Nothing having come of this (as the authorities at Holborn
Viaduct elected to stand down), a representative of ours recently
waited on Mr. McKim to ascertain how matters stood, and to
gather his opinions in general on motor affairs.
After some difficulty an appointment was obtained with
Mr. McKim, in his handsome offices, which are noteworthy as
an example of furnishing in the most tasteful of American styles
— everything that can secure comfort to the visitor, and at the
same time facilitate the rapid transaction of the work in hand,
having been studied in the arrangements, which en jxisaant are
models of what the surroundings of a high-class business
establishment should be to-day. The door having been locked
to keep out for ten minutes the thousand and one applicants
for admission to the presence of n successful organiser of
commercial undertakings, our representative at once asked
Mr. McKim whether he hail heard anything more from the
Motor-Car Club as to his challenge. To this he replied : —
" No ; and the most j>eculiar part of the transaction is, that
: while the secretary of the Club tried to obscure the real issue by
asserting that s|>eed trials are not allowed in this country, he
, was at tlie same moment sending letters to the. Press offering a
i prize of .£2,000 for a Motor-Car Derby, and a special prize for
the vehicle which could accomplish a mile in one minute. I
cordially agi-ee with Thk Aitomotor — the opinions of which I
like as much as I dislike its title — that speed is by no means the
only, or even the chief, test of a motor vehicle, and that such a
competition as proposed by the Club could only, if carried out,
bring the industry into contempt and discredit."
" Your aim then was i "
" Simply this. I believe — in fact, I know — that the Duryea,
judged by all the practical |>oiiiU which will appeal to the
] engineer and the commercial man, is a long way ahead of any
other motor-vehicle, and I wished to prove that by an open
challenge to the President and all other members of the Motor-
car Club to run it against any other vehicle over a course
sufficiently long and varied to settle the matter and for a stake
large enough to make it worth the winning."
" Nothing has come of your offer t "
" No, and I do not think Mr. Lawson could take it up —
if he did, defeat for him would \te certain, and he is hardly
likely to risk another Waterloo just at present. At any rate, I
think the honours remain with me by forfeit."
" Well, as 1 cannot make ' copy ' out of a contest which is not
likely to take place, will you tell me something of vour connection
j with the vehicles in which we are both concerned and of which
my readers would learn all that can be known ? " —
"My interest in the motor-car industry first received birth
i during a conversation which I had many, many years ago — almost
more than I care to remember— with the inventor of Perkins's
steam boiler, which, by the way, was the father of all those made
recently for very rapid evaporation, and the engineering world
is to-day perhaps hardly aware how energetically Perkins
followed out his system and how fully it has been copied by
others. Since then, of course, the conditions of English law
made it impossible for anyone to carry out very full experiments
in public, and it was not until French and American engineers,
being somewhat more free from grandmotherly legislation in this
direction, turned their attention to applying mechanical motion
to street traction that the matter became a fixed idea in my
mind that the time would come when this country would have
opportunities of handling motor-cars with freedom ; hence,
during the last five years, either personally or through my
agents and correspondents, I have visited all the motor-engine
works in Euro|>e and America, where the power employed was
either gas, oil, or electricity."
" And, as a result, what do you think is the most suitable
type of motor for general highway work ? "
" I scarcely know how to reply to your inquiry as to what I
think the best motor for road traction purposes. There seems
to be so many varying sets of conditions that one should feel
nervous in expressing an opinion You must remember that I
am merely an observer and not an inventor, but I may say I am
impressed with the belief that a crude oil motor is an absolute
impossibility, and that for several reasons, the principal one of
which wonid be that perfect combustion cannot take place.
Crude petroleum has for its constituent parts hydrocarbons of
varying specific gravity and limits of boiling point, and when
the conditions operating for the perfect combustion of any one
of its several parts are put into operation, it follows that others
must remain more or less outside, the range of the combustion
which operates successfully on one."
" As to the fully advertised claim re ' Master Patents,' so
prominently brought before the notice of the public recently —
are you not afraid of moving in the face of threats such as
those made by Mr. Lawson t "
" I am somewhat reluctant to reply to this question. I do
not believe that Mr. Lawson or any of his friends acting for the
several Companies in whii-h he is interested have possession of
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THE ' AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jaspaey, 1897.
any 'Master Patents,' using that word in its correct sense —
ami if it is a fact that they have, I should not value the
possession of them very much. I wish to examine the question
from the very much broader standpoint of efficiency and
economy. Curiously enough, the essential point towards the
production of a successful motor-car has been altogether ignored
by Mr. Lawsou in all of his different prospectuses and all his
different statements, but I consider that his great parade of
claims for 'Master Patents' is merely the traditional 'red-
herring' used to prevent people from inquiring too closely as t)
the more important points of the motors. Just think for a
moment what effect would be produced on the minds of any
. Board of Directors of any Rail >vay Company, if any Engiueer
were to tell them he held the Master Patent for Locomotives.
They would merely smile, and continue to make their engines,
or have them made, on lines which emliodied the idea of
economy of fuel ; and these points, efficiency and economy, have
been hidden away for very obvious reasons by Mr. Lawson and
his friends when speaking of motor-cars. It would be a very
easy matter for me to design a motor-car for travelling to the
moon, and I might call it a ' Master Patent,' but I believe
'Old Mother (tooss' went '20 times as high as the moon' on
a broomstick, at least so 1 read in the nursery, years and years
ago, and such baby stories as being the possessor of the Master
Patents for motor-cars should be used for nursery purposes,
and not for commercial enterprises such as this— babies might
or might not believe, but the average commercial man cannot.
No, Sir, a Master Patent motor-car or motor-engine of any
soit is to-day impossible, although the details associated with
such ears and engines may be patented with advantage —
however, I believe that Mr. Lawson uses this question of
Master Patents merely for 'red-herriug' purposes, aud I am
satisfied that he and every one of his advisers or sympathisers
are very well aware of the fact that the Duryea Motor has
passed the stage when it is necessary to bolster it up with
ridiculous nursery stories of the broomstick style. As sole
owner of the Duryea Motor-Car Eurojiean patents I claim that
it is the most economical engine— it, is of course known that it
is the most reliable— and because of that knowledge I offered
to run a Duryea Car against any other commercial four-wheeled
car of equal • horse-power l>elonging to any other owner, for
stakes of 4*5,000 each side. The Duryea Motor has passed the
experimental stage, and is established as a certainty, and the
engineers associated with it are now devoting their attention
to ofliciency and economy rather than any other phase of the
question— 'that is, their efforts are in the direction of reducing
■the amount of fuel necessary fordoing a certain amount of work,
and this in the end must be the measure of efficiency."
" But surely electricity will be au important factor in our
future operations ? "
" No, I do not. believe much in electrio motors for street
traction purposes, principally because of the huge weight
necessary for primary or secondary batteries. I have often
been amused to notice the effort* of the owners of such batteries
endeavouring to offer their wares to the public by callin« very
distinct and prominent attention to their weak points. You
will see such expressions as ' Weight reduced by 40 per cent.,'
' Space reduced by 45 per cent.,' ' Platos enclosed in refractory
envelope,' ' Free from risk of short circuit,' ' No loss of capacity
with age,' ' Discharge rate for up-grade work almost unlimited.'
Now. these are really and truly the weak points in each cell,
and when one or other inventor makes such claims as these, he
points to the fact that they are merely comparative expressions.
When the very best cell available cannot give rapid discharge
without seriously spoiling the plate— when short circuiting is a
constant and ever present danger, and when they become too
old for use in a very short time — it is not, in my opinion, a thing
possible that we, in' the present generation at le-ist, shall see
commercially successful vehicles running by electric current,
Please again remember that I speak as an observer and not as
an inventor. But if at any moment it be found possible to
produce a motor worked by electricity, without the weak points
above leferred to, I am prepared to buy it, and pay a very large
price indeed for it."
"What will the future of the industry be, audlwill existing
vehicles crystallise into shape, or are we likely to see some
absolutely novel departuies (''
■ "Speaking generally about the motor- carriage business, I am
disposed to think that there is no motor-carriage existing to-day
which in 10 years' time would be fathered by any prominent
carriage builder. I am more disposed to look at this question
from a commercial standpoint, and I feel satisfied that the
motor-cars of the future will be the work — not of one man —
but of several working in conjunction, and as far as I am able
to see, the most prominent difficulty occurs by reason of the
prejudice* and jealousies of rival patentees -each one wanting
to consider his own particular invention more prominent than
any other. This is more particularly so in reference to English
and French inventors ; American engineers are willing to
combine and ' do a deal,' pooling their ideas as it were, and
making the best effect of a number of different plans, and I am
quite satisfied that to secure suc't men as Mr. Hiram Maxim
and Mr. Charles Duryea, with their store of possibilities, their
trained mechanics, their educated engineers and assistants, who
are fully familiar with every particu) ir connected with high-
clast motors, is to have hold of everything which is worth having
in this department a', mechanics."
" Have yon any opinions as to the British Motor Syndicate's
attempt to get i'3,000,000 for their patents ? "
i " I think it would l>e out of place for me to make any very free
comment as to my opinion of the policy followed by Mr. Lawsou
recently. Generally speaking, oue can be very wise after an event,
and now that we know Mr. Lawson has failed so signally, nearly,
every one is disposed to say, ' I told you so.' I am quite sure
that Mr. Lawson could not do better than he has done with
the motors which he had at his disposal ; you see he had no
high- class oil or steam motor to commence with, he had only
' Master Patents,' and he was therefore compiled to expend
a large quantity of 'gas' to 'puff' the ear along. This, of
course, accounts for many of the wild statements made by that
gentleman, but although this is my opinion [ cannot think it
was either courteous or wise for the holders of rival projects
to flood the papers with their own particular objections and
theories at a time when Mr. Lawson was g ling to the public
with his scheme. I am a great lieliever in the doctrine of
fair play, and wish every man to have a full innings without
let or hindrance — criticise him afterwards as much as you
choose, but not at the moment when no good effect can be
produced. I think every commercial man interested in motor-
car business will recognise the difficulties which Mr. Lawson
had to contend with, and whilst sympathetically smiling at
many or all of his wild-cat ideas, yet I think he should get
credit for anything which he has done well. He has most cei-
tainly amused the European and American engineers immensely,
he has proved conclusively that the comic element is a mistake
in company promoting, he has added to the picturesque
appearance of your Lord Mayor's Show Day by appearing in
;i fantastic costume more usually associated with the White-
chapel holiday element at Margate during the summer season,
lie has driven a ' Pilot Car ' (one of the Master Patents, I suppose)
to Brighton on Motor (Jar Liberty Day (14th November last),
ami has succeeded in lteing 'all at sea' and in a village blacksmith's
shop at the same time (a truly marvellous feat), and he has
fully supported one of the traditions of this great city by pro-
viding a dinner at the Hotel Mctropole, Brighton, in celebration
of that day's events, but (how sad it is to use 'but') he was
evidently still 'at sea,' or suffering from the effects thereof,
when he' failed to recognise the presence of ladies in commencing
his after-dinner speech on that occasion. With this reservation
I think Mr. Harry J. Lawson has done well, and deserves to
be thought better of than is the case, and I, for one, -will always
be. glad to see his ' Yachting Costume,' his ' Pilot Car,' and his
' Master Patents,' in evidence, as long as they add to the pleasure
aud amusement of engineers generally, and to the profit of
Mr. Lawson particularly." [At this point our representative
thought it well to leave, as his Editor has resolved to consign the
British Motor Syndicate prospectus, as far as possible, to the
region which holds those things which should never have been.]
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THE AUTOMOTOR AND HORSELESS VEHICLE' JOURNAL.
131
TRADE NOVELTIES.
An Electric Bath-Chair.
Mr. John Ward, invalid chair manufacturer, of 246 and 247,
Tottenham Court Road, London, lias made a speciality of a
motor bath-chair suitable for sick persons, or those who for any
reason are unable to take prolonged walking exercise. It will
be seen from the illustration which we give that it is a handsome
and commodious vehicle, and is constructed in accordance with
J. V. Sherriu's patent, the motor being one of the Britannia
ty[>e. We had an opportunity before the procession to Brighton
on the 14th November last — in which, by the way, one of these
chairs took part— of testing the ease with which they travel, and
the small amount of trouble involved in their management.
To those who cannot take outdoor exercise without mechanical
assistance these chairs will be verj welcome.
The "Damon" Tyre.
At the recent National Cycle Exhibition held at the Crystal
Palace we had an opportunity of examining and trying the* new
'• Damon " tyre, which has been specially designed for automotor
detailed description whi;h is attached to our illustration. The
tyre is formed with two concentric rings with rubber inserted,
the latter being secured and held together by screwed bolts or
nuts. It is remarkable for the e;ise with which it may be
manipulated, while users secure economy and strength.
Makers of motor vehicles should communicate either directly
with the patentee or with the Loudon agents, at 10, Da,shwood
House, E.C. ■ .
SNOW IN THE STREETS.
In our last issue we brietfy reported the fact that the House of
Lords had, in the course of an important decision, decided that
tramway companies have no right to use suit for the purpose of
clearing their lines of snow. The action was between the
Aberdeen Town Council and the' local tram Way . company.
Being so far north, the question has of course become keen ;
snow has fallen, and in the face of the interdict the service of
cars has been interfered with. Immediately after the decision,
and with the advent of the while (lakes of winter, the secretary
of the Aberdeen District Tramways Company wrote a letter to
the Council stating that the directors were of opinion that an
arrangement should lie come to between the Council and the
Company as early as possible for having the tramway lines and
streets cleared during snowstorms in such a manner as to obviate
interruption to tramway traffic, and suggested that a conference
should be held on the subject. The Council's committee
accordingly received and conferred with a deputation from the
directors, consisting of Messrs. Cook, Collie, Allan, aud Conpor
along with the secretary and manager. The directors suggested
that the Town Couucil should in times of frost or suow under-
take the duty of clearing the tramway lines as well ;is the
streets, making use of salt so far as necessary for the purpose,
the Company, on the other hand, al'.ording the assistance of
their staff aud plant, and possibly also making a contribution
towards the cost. Under such an arrangement the responsibility
of using salt would be thrown upon the Town Council, who —
the directors contended — were, as a road authority, in a different
position from the Tramways Company. The deputation having
withdrawn, the committee resolved to recommend that a reply be
returned to the Tramways Company to the effect that, while the
Town Council are prepared to clear the stieets for ordinary
traffic lit expeditiously as possible, they do not see their way to
undertake the responsibility of clearing tie lines or keeping
them clear for the passage of tramway cars. So a deadlock
continues. The parties have had the inestimable advantage of
a legal decision by the highest tribunal in this country- -but
they are, if anything, farther off than ever from solving the
problem involved in the demolition of the snow.
BRADFORD TECHNICAL COLLEGE.
work. It is manufactured by L. Uroughtoii Wood, of Stoke nn-
Trent, and we illustrate it herewith. From the engraving it
will be seen that many of the disadvantages of the ordinary
pneumatic tyre ;ue avoided by the extra strength which is
provided. The actual construction can be readily seen from the
At the annual conversazione held on 18th and 19th ult., an
extensive and interesting collection of photographs, drawings,
and models of timtoi -carriages was shown by the head of the
engineering department, Mr. G. F. Charnock, Assoc. M.I.C.E.,
who has devoted considerable attention to the subject. The
total number of exhibits was something like 3">0, and included
examples lent by the Daimler Motor Company (Limited),
Mr. E. J. Pennington, Mr. W. C. Hersey, the Anglo- French
Motor - Carriage Company (Limited), Messrs Hoots and
Venables, the Kditor of Tiik Aitomutou ami IIhrski.ksk
Vkiiici.k Journal, and others. A four horse-power Pennington
oil engine for a motor-carriage was loaned by the makers,
T. t'oulthard and Co., of Preston, and attracted considerable
notice by reason of its lightness and the small spare nccupitd.
The exhibition proved so successful that it was decided to
throw it open to the public on the following Monday after the
eullVi Is.i/.iullC.
L 2
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[J.vsiiBV, 1897.
NOW READY.
NOTICES.
THE AUTOMOTOR
ASH
HORSELESS VEHICLE
Diary and Me Bool^
F( Hi
Contribution* ami articles likely to prove of interest to our readers
trill receive due attention, but in all eases the name ami address of the
writer must be given, not necessarily for publication.
All matter intended for publication should reach us not later than
the 10th of each month. Stamped envelope must be sent if the manu-
script is required to be returned.
All Advertisements should be sent to the Advertising Department ,
F. Kino and Co., Limited, 02, St. Martin's Lane, London, W.C.,
where Advertising Rates mat/ be had on application.
The Annual Subscription is 7s., including prepaid postage to any
part of the world.
Cheques and Post Office Orders should be made payable to F. Kino
AND Co., Limited, and crossed London and County Bank; otherwise
no responsibility will be accepted.
THB ACTOMOrOR AND HORSELESS VEHICLE. JoCRNAL can be
obtained through Messrs. W. H. Smith and Son, and at Willing
and Co.'s bookstalls.
When any difficulty is experience/! in procuring the Journal from
local newsrendors, intending subscribers can obtain each issue direct
from the Publishing Office, by filling up and forwarding, wilh
remittance, the Subscription form accompanying the Paper.
1897.
PRICE 6d. POST FREE 7*d.
The Automotor and Horseless Vehicle
Journal.
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
JANUARY 18th, 1897.
CONTAINING:
ANSWERS TO CORRESPONDENTS.
Pull Text of the Light Locomotives Act of last
Session, and all Regulations made in pur-
suance thereof.
Illustrations of Typical Carriages and Motors.
Valuable Formulae, Data, and Tables of infinite
service to all Users and Owners of Auto
motor Vehicles.
A Handy Diary (One Page to the Week) printed
on excellent paper.
It is simply indispensable to all interested in the subject,
and may be ordered of any netcscendor or bookseller,
price 6d., or direct from the publishers —
Mksshs. V. K1NU & C<>. (Limitkii),
62, ST. MARTINS LANE, LONDON, W.C.
FREE BY POST 7£d.
1}. It. (Huddersfield). — Having secured a return of your money
you are to be congratulated, but you have evidently no
further locus standi in the matter.
J. Thompson (Maida Vale).- The stroke in six inches ; the
revolutions approximately 650 ; and the initial pressure
'M lbs. We cannot give an average diagram.
Eglantine (Broadway). They are perfectly reliable ; but why
not advertise your requirements '.
One in Doubt (Cheshire). The number of volts cannot jiossibly
exceed two ; we have only had an opportunity of examining
an experimental cell. We found that the internal resist-
ance was very great.
Benzine (Kiiigton-011-Thames). — You cannot, without modifi-
cation, use the heavier hydrocarbons. If you did you would
be speedily stopped by a solid cake of carbon deposits.
Williamson (Manchester). — Wo cannot advise you t<>
advance money for experimental purposes unless you are
made a paity to the application for provisional protection.
An assignment of a share of a patent cannot be registered
until the final has beeu sealed.
M. McGregor (Elswick). — The arrangement is bad ; there
is not sufficient clearance in the combustion chamber. For
your purpose a water jacket is essential ; do not be led
away by statements based on the results of brief and
inconclusive trials.
Constant Subscriber (l^eicester). — Is it not rather too soon to
adopt this twin de plume' Anyway we regret that wc
cannot possibly comply with your modest request.
Seri'oi.lkt (Bedford).- There was nothing exceptional about
the accident. It was the result of an ordinary Btreet
collision, which happens every day to horse-drawn vehicles
without any comment.
Investor (South Shields). — Vou can purchase the shares at
about tl 2s (it/. Wc do not know what you can sell
them for.
.1
W
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
153
Nell Gwynne (Antwerp). — The carriage is driven by a modified
form of the well-known Daimler motor.
Amatbur (Godalming). — You must run the risk, which, in
your case, is very great, an it looks like an infringement.
The Dunlop Company oppose all new applications, in order
to test the matter in the Courts.
J. Jepfreson (York). — Your suggestion shall be carried out
in our next issue ; aud in the meantime we thank you
for it.
Emblematic (Doneaster). — At your request we have carefully
tested the cells sent to us. It is jierfectly correct that, in
comparison with others, the weight of the " grid " has been
reduced as stated, while the area has been increased, but
all this has been obtained by a total neglect of all con-
siderations as to stability. In a few minutes on a jolting
road the plate would collapse and a short circuit would, of
• course, be the inevitable result.
IIotary (Shepherd's Bush). — As an idea your suggestion is, of
course, admirable, although old ; but how can you possibly
obtain compression (
F. Hatter (Devon). — We can only regret that our advice by
letter is not satisfactory. The best plan you can adopt is to
try the experiment, and you will theu find that by " totally
setting aside the Otto cycle " you will only succeed in filling
your cylinder with unconsumed carbon.
•James Scott (Liverpool). — There is not the slightest risk of
explosion ; while from the section of the tube you will see
that there is but little chance of its being burned away.
The bugbear of explosion arising from cold water coming
into contact with hot surfaces has been demolished by the
elaborate experiments undertaken by the Boiler Insurance
Companies.
Indignant (Aberdeen). - Let well alone; experience can only
teach the public and ourselves where the happy meau can
be obtained.
Frugal, (Finsbury). — Wait ; none of the makers who will
eventually supply the market have yet issued a compre-
hensive price-list. In the meautime everything is a matter
uf negotiation and of opportunity.
Inventor (Hastings). — Thanks for drawing. We cannot accept
your statements, although, of course, we do not doubt theni.
If you will give us an opportunity of testing your motor we
shall be pleased to illustrate and describe it — but in our
own way.
Impatient (Coventry). — Put ou the curb a bit. Do you imagine
that within two months of the trial of the " Rocket " the
kingdom was covered with a network of railway*? Motor-
carriages are not evolved instantaneously — they take time
to build. " Make haste slowly,'' is in our case the best
motto.
Experimenter (Thirsk).— If you wish to try oils of various
density you had better tit au air valve capable of delicate
adjustment to your vaporiser, and you can then secure by
"trial and error" the proper admixture which will com-
pletely consume the various products. That is the only
method we can recommend.
J. Perkins (Swansea). — The secretary of the Club will, doubtlcs*,
give you all the information. Write to him at 40, Holborn
Viaduct, London, E.C. We do not possess a copy of the
rules.
W. Lebrun (Jersey).— Our publishers will lend you a set for
your purposes, if you forward them a stamped aud
addressed envelope.
A. M. B. — But why do you write your signature in such a way ;
We have looked up your letter, and submitted it to our
printer, who has grown grey in the task of deciphering such
riddles. He suggests that your name is Bowman, while we
make it Bridghouse. As a compromise we have cut off the
signature to your letter and pasted it on the wrappei. Wo
trust it may reach you.
Tyko (Westminster). —Merc drawings will be of no use. The
object of our contemporary is to obtain practical results.
Simplex (Norwood). — " Molesworth's Pocket Hook," published
by Spon, will give you the information you desire.
R. V. (Dublin). — Thanks for your information, but we have no
desire to reopen the matter. We expressed our opinions
very fully in the last issue, and have no desire io " whip a
dead horse." We would rather see those concerned using
their undoubted ability in the direction of some project
calculated to serve our common ends.
Sportsman (Kempton).- - We believe the Derby scheme has been
dropped ; at anv rate, we fervently hope that it has.
T. May (Oardiff). — We wrote you that you could not do better
than apply to the representative at Wembley Park.
Gradients (Westmoreland). — We have not the necessary space
to spare here to answer yon in full ; if, however, you will
refer to our advertisement columns you will see that we
publish a pocket-book which will give you all the data you
require.
R. F. Heron (Hampstead).— We do not know anyone who will
teach at all at the present time ; write again some time
hence aud perhaps we may theu be able to advise you.
Thob. Greene (Mageney, Co. Kildare).- - We wrote you as the
subject matter of your letter was urgent, and you will now
see from our columns that the money is being returned in
cases where sufficient effort is made to secure it.
Britannia Company (Colchester). -We presume the list we
sent you was adequate for your purpose, as we have not
heard further from you on the subject
J. Mackenzie ,Grauge Road, Middlesborough). — We believe the
Credenda Tube Company can supply you with what you
want.
J. W. East (Louth). — We will publish an illustration with full
l>artieulars in our next issue.
J. A. Be A i. (Cardiff). — Speaking generally, one which covered
the materials aud construction for a certain |>eriod, subject
to fair wear and tear and a minimum speed at a given load
when working at fidl power.
*#* The British Motor Syndicate (Limited). — To the very
many correspondents who have written to congratulate us
on the position taken up in our columns with reference to
this Company we can merely express our thanks for their
cordial approval aud appreciation. We are very pleased to
know that, owing to the efforts of the Press generally, the
public have not been largely entangled in this dubious
enterprise ; and that, as a matter of fact, the promoters have
practically been allowed to enjoy their monopoly of the
" master patents " which they claim to possess. If ever they
realise the mammoth profits which were shadowed, forth in
the prospectus, we shall be the first to congratulate them
ou their good fortune ; and in that ease they will bless
the journalistic infidels who refused to believe the glowing
statements which were set forth. The Syndicate have the
patents ; the shareholders have, on their own showing, the
necessary confidence and capital to carry out their views ;
and it is for them in the course of the future to prove, by
the payment of cash dividends, how wrong aud blind we all
were in not accepting the generous offer which they made
to all aud every one of us to share their good fortune on the
terms of subscribing a mere three millions sterling of capital.
WHAT WILL THE NEW YEAR TEACH US?
IH'J6 — eventful as it was in history-making epochs and
surprises of varied kinds — may, when the story of the
century eventually conies to be written, be known
as the year which was famous for a revival of the
strangled industries connected with motor traffic on the
highways. Even, however, it' this dots not ultimately
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[JANUABT, 1897.
prove to bo its chief claim upon the attention of the
historian of the future, it is at least certain that this
all-important subject will be amongst its leading
characteristics. This country, immersed in the task of
spreading a network of unrivalled railway systems
throughout the land, which have helped to place its
commerce and enterprise in tho forefront of the world's
industry, has, under the repression of an absurdly
construed law, utterly neglected the possibilities of cheap
and rapid communication on the highways. In the task
of displacing the horse for the heavy work of tho land
and in the rapid transit of passengers through long
distances Great Britain has played the very foremost
part; but in riveting our attention to the great problems
involved in long-distance travelling, the scarcely less
important factors concerned in the every-day traffic of
our streets hnve been allowed to fall into a condition of
absolute neglect. We have, through sheer apathy and
waut of organisation, allowed animal power to perform
the work which, as a great mechanical and eagineering
race, we might easily enough have achieved by simpler
and more economical means.
In the meantime our Continental and Transatlantic
neighbours, unfettered by judicial restrictions and with
a keen desire to secure cheap and ready transport, made
stealthy but rapid progress in the perfection of a method
of locomotion, the very alphabet of which had to be
learned from the efforts of the English pioneers. The
start which they then obtained might have been even
more firmly established than it has been but for the
wariness of a few of our countrymen who, at consider-
able trouble to themselves, and at no little expense,
raised the danger signal and at last awakened our public
men and the Legislative Assemblies to the realities of
the situation. There is no need now to again trace the
story which has been told in our recent issues, as to the
means by which Sir David Salomons and those associated
with him organised the agitation which culminated in
the passage of the Light Locomotives Act, and the regula-
tions which have been made in pursuance of its
provisions. Suffice it that in spite of some drawbacks
which time will molify, we have now a workable
measure which, with patience and care on the part of
those interested, should prove a sufficient charter to
ensure tho ultimate success of a great industry which, in
the modern sense at least, may be fittingly described as
new.
The advent of the enabling Act, which came into force
on the 14th of November, has been celebrated by jubila-
tion; tho motors have been either eulogistical ly described
or contemptuously abused, according to the taste3 of the
writers, while we have had at least one gigantic Company
jiatico. The time has now come for real hard work and
for looking the varied problems with which we have to
deal squaroly in the face. We have enjoyed a splendidly
initiated Emancipation Day fcle in the shape of a trip to
Brighton ; we have swallowed the bitter pill which its
promoters subsequently administered to us by way of a
corrective ; and have listened to the croakers who spell
defeat and disaster out of the fact that English manu-
facturers have not been able to crowd onr streets at a
moment's notice with motor-carriages constructed to meet
the requirements of regulations, when the ink with
which they were written is scarcely dry. Of course it
would be open to English users to buy Continental
patterns and makes for their use — but quite apart from
their unsuitability for our requirements, what would
our friends who are so fond of shouting in derision
"Made in Germany," "Manufactured abroad," have to
say if such a custom became by any means universal ?
What, then, is the outlook for 1897 ? To answer this
question dispassionately, and- with any pretence to
accuracy, involves a careful inquiry into the processes
which are going on beneath the apparently motionless
stream of British motor-carriage work. With a fairly
complete knowledge of what is being done by engineers
and inventors interested in this matter, we can confidently
assert that the prospect is in every respect a favourable
one. The number of leading firms who are endeavouring
to add motor-carriage building to their other special
features may be counted by the score, and in nearly every
case the desire seems to be — we are pleased to note — to
depart as far as possible from the types which have been
formulated by our Continental and American friends.
Months must elapse before practical trial on the highways
can begin to eliminate the forms which are unsuitable for
our roads and streets, and when these have gone out of
sight — and perhaps mind — the natural principle of
evolution will at length bring forth the vehicle which by
its suitability shall prove by its fitness to be the one
which shall survive all others. The story of the bicycle,
although on a much more impoeing scale, will, doubtless,
be retold ; first, the period of exaggeration, ridicule, and
bluff through which we are now passing ; then the stage
of doubt, semi-oblivion, and earnest, but quiet, experiment
which can only bring success; next will inevitably come
the triumph of assured success which will only astonish
those who forget the trite axiom that history has a knack
of repeating itself.
ROAD TRACTION IN POPULOUS DISTRICTS.
The admirable paper which was read by Mr. J. F.
Thompson before the last meeting of the Liverpool
branch of the Self- Propelled Traffic Association —and
which is fully reported in another column — may be
read with interest and profit by all concerned. Without
going into the questions raised by the speaker, we may
note the attention which is being rapidly given in the
crowded districts which surround Manchester and Liver-
pool to the favourable prospects which are held out by
motor vehicles as a means of solving the huge problem
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
155
of bringing the producer into the cheapest communica-
tion with the buyer. Manchester has shown by the
prompt, if reckless, manner in which it has poured
millions of sovereigns into the construction of its none
too successful Ship Canal, how keen the city is to obtain
prominence, and if Liverpoal can, by any reasonable
scheme of motor transit for goods on roads, see a reason-
able prospect of success, want of money, ingenuity, or
enterprise will not stand in the way of its being carried
out. The local branch is doing excellent service to the
community by enabling thes's proposals to be thrashed out
br practical men, and tha whole country must benefit by
the discussions which are taking place. We trust that
London and other important centres will soon follow the
example thus set. What is wanted mjre than, anything
else nt the present juncture of affairs is a frank inter-
change of opinions between those entitled to speak with
authority. The result oannot fail to bo of benefit to all.
Mere ex cathedra statements by those whose utterances
are tainted with a suspicion of interested motives are
of little value; but in the arena of free debate the truth
has a habit of invariably getting uppermost at last and of
remaining there. All that is wanted is a small amount
of organisation, and the engineers and carriage builders
of the metropolis will soon make their voices heard with
at least as much effect as their colleagues residing in the
chief provincial centres.
REVIEWS OF BOOKS.
PENNY PARCEL DELIVERY BY MOTOR
VEHICLES.
W( are told that what has been done for letters by Rowland
Hill is to be achieved in London for parcels by a uew enterprise
called the London Penny Parcel Delivery and Automatic
Advertising Company, which proposes to place on the street*
of the metropolis 1,000 Tricycle Carriers of novel construction,
and to open, iu every..district, offices for the receipt of pareels.
Within a five-mile radius of Charing Cross parcels not exceeding
3 lbs. in weight will be delivered for one |>enny - an innovation
that ought to prove a perfect god-send to the weary City man,
who is expected to lug home parcels in the evening, and for
ladies who have to burden themselves with ungainly packages
in the course of their shopping. For pareels between 3 lbs.
and 6 lbs. it is proposed to charge \\d., and for those between
6 His. and 9 lbs. id. — the latter weight lieing the maximum
fixed for the moment, just as operations are at first to be con-
fined to London. For any distance beyond the five-mile radius,
but within the metropolitan area, an additional penny per
]>arcel will be charged, but it is hoped that the public |>atronage
will be so great that the Company will soon be able to carry
for a penny a parcel up to 10 lbs. for any distance in London.
A main source of the Company's revenue is expected to be found
in the novel form of its advertisement*. Each Tricycle Carrier
will bear a box to hold the parcels, and on the glass sides of this
box will be displayed a prominent advertisement, which will
automatically change at regulai intervals. These perambulating
advertisements ought certainly to attract attention by their
novelty, and we understand that already contracts have been
given by a good many of the leading advertisers.
" Steam Locomotion on Common Roads." By W. Fletcher.
(London : Messrs. E. and F. N. Spon.) Price 5s.
The author of this ably compiled work has been a prolific
writer on the subject of motor-carriages for the last 20 years.
The innumerable papers which he has contributed to the
technical journals nave doubtless done much to help on the
movement which led to the passage of the amending Act of last
session. In this volume — which is admirably illustrated through-
out— Mr. Fletcher treats exhaustively of the rise and progress
of mechanical road vehicles until the days came when, by the
working of the law, none but engines of the heavy traction type
could be used on the highways. All the engines turned out in
the early days of the century are fully described, while the
details shown will be of service to the designers of to-day. Full
justice is done to individual inventors and manufacturers, while
the list of names is very accurate, and can be consulted with full
confidence. We are pleased to hear that a second volume is in
preparation with the object of bringing the matter up to date.
The task could not be entrusted to better hands, and when this
appears, the two volumes will prove to be perhaps the most
comprehensive record on the subject to be found in our technical
literature. In the meantime, all interested iu the matter may
be safely advised to invest in the book, the historical value of
■which it is difficult to over-estimate.
"Tramway Motors; Lessons from America." Reprinted from
the Glasgow Herald. (Glasgow ; George Ontram and
Company.) Price 1*.
This unpretentious pamphlet contains far more valuable
matter thau can be found in some costly and much-vaunted
volumes on the same subject. It owes its origin to the enter-
prise of the proprietors of the Glasgow Herald, who, towards
the end of last year, sent out one of their staff to America with
instructions to visit the principal cities in the States and report
as to the method of haulage adopted for the tramways in
each place visited, with the view, if possible, of enabling the
citizens of Glasgow to determine which of the rival schemes
laid before them would best suit their local requirements.
' The letters — some twenty in all — appeared in the paper during
| the months of October and November, 1896, and have now been
deservedly reprinted. The articles are carefully written, and
: are brimful of statistics and facts which will be found indis-
pensable to all who wish to accurately study a matter which is
i every day growing to l>e of greater importance to the municipal
authorities of this couutry. The writer evidently leans to the
I overhead electrical system — but, as the publishers are careful to
\ point out in their preface, " the articles were written from the
I point of view of the present position in Glasgow," and local
requirements must always prove powerful factors in coming to a
1 decisiou as to the best system to be adopted. Without attempt-
| ing to express any opinion as to conclusions arrived at by the
I writer, the solid facts and figures which the book contains
I renders it of the utmost value to all concerned.
The Secretary of the Self- Propelled Traffic Association —
Mr. Andrew W. Barr — has just issued a very neat pocket-book
for the use of the members, containing a reprint of the Liconio-
tives on Highways Act, 189*5, and the various rules which have
been made in accordance with its provisions.
WnEN writing to advertisers please mention "The Auto-
XOTor and Horseless Vehicle .Journal."
Mr. Walter Horncastle states, in his circular for January,
that motor-car companies are responsible for a total capitalisa-
tion of something like £6,000,000 during the past year.
In reference to our statement in December issue that
Mr. McKim had purchased Messrs. Roots and Venables' motor
patents we now understand that a sale was nut concluded, the
negotiations being broken off at the last moment. We regret
the inadverteut admission of the paragraph.
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[Javfabt, 1897.
THE "FACILE" PETROLEUM OIL-ENGINE.
TnB Britannia Company, of Colchester, have for some time past
given special attention to the development of the petroleum oil-
engine, which tliov liave succeeded in bringing into practical
working sh.ipe. The " Facile" engine (Gibbons' patent) is the
outcome of their labour?, and a photograph of this was published
in onr second issue. Figs. 1 to 6, which we now give, show the
details of this system. In the " Facile" engine one valve similar
to a large safety-valve, with a piston liody instead of wings, is
employed as lioth main air- valve and exhaust- valve. The air,
in passing into the cylinder, helps to keep this valve cool. The
engine is of the internal vaporiser type, the vaporiser also
forming the ignition tube, and being enclosed in a casing
attached to an extension of the cylinder cover, which has cast
ports,./,./, and the pipe, b, with the jacket,/, and by the port*,
/, /, with the atmosphere, according to the |>osition of the valve,
// ; m, m, are holes in the jacket, f, for admitting air for the
formation of the explosive charges. The valve, h — which, as
shown in Fig 3, is a mitre valve — is provided on its under side
with a hollow cylindrical extension, which fits within the valve-
box, o, and is provided with a series of circumferential apertures
or openings, n, »', /<*, n\ »', communicating with the ports,
JJ. I, I-
During the compression and combustion stroke of the piston,
the valve, /, is in the position shown in Fig. 4. When the
exhaust stroke of the piston commences, the cam, />'-', lifts the
valve, /i, from its seat, and places the apertures, n\ «*, opposite
to the ports, /, /, so that the gases from the cylinder, ft, can
pass under the valve, It, into its cylindrical extension, and
thence escape through the apertures, n', n', and the |x>rta, /, /,
to the atmosphere, billing the time that the ports, /, /, areo|>en.
in it a passage leading to the casing. This brings the combustion
space from the lwvck of the cylinder round to the side. The air
supply passes round this casing on its way to the cylinder,
through the double-purpose valve. The oil is injected into the
bulbous end of the vaporiser by a rod working in an oil-box,
and receiving a longer or shorter stroke controlled by the
governor. The governor acts on a cam, which leaves a trip
finger more or less time in contact with the rod it pushes.
Referring to our engravings, a is the framing of the engine, and
ft is the power cylinder, which is provided with a water-jacket,
r, in the usual manner ; d is the combustion-chamber, which is
connected to the cylinder, ft, by a sihort neck or passage, «, and
which ia of much smaller diameter than the cylinder, and placed
parallel thereto, as shown in Fig. 2 ; /is the jacket surrounding
the combustion chamber, </ the valve-box, and h the valve work-
ing therein, and serving both as an air-inlet valve and an exhaust
valve, the space, i, above the valve communicating by the
passage, t'1, seen at the bottom of the vaporiser, w, in Fig. 2,
directly with the interior of the combustion chamber, d, whilst
the space beneath the valve is in communication through the
the air inlet porta, J,,/', are closed by the rings, o, o1. On the com-
pletion of the exhaust stroke the iift, /*", of the cam raises the
valve still further, the porta, /, I, are elnred, the apertures, »', n»,
brought opposite the ports,./,./, and on the outgoing stroke of
the piston air is drawn through the holes, m, m, into the jacket,
/and thence through the pipe, b, and the ports, j,j, into the
valve box, whence it passes into the cylinder, ft, through the
aperture, »'. In Figs. 2 and 4 u is the vaporising chamber and
igniter, which is arranged partly within the combustion chamber,
d, and partly outside it, the part outside being provided with
internal ribs, «', «', and being heated for starting the engine
by the flame of a lamp. After the engine has l>een running
for a short time the part of the chamber, u. within the com-
bustion chamber, d, will, it is said, be sufficiently heated to
serve as the igniter.
A shield is placed around the portion of the vaporising
chamber and igniter, «, within the combustion chamber, <7,
but with an intervening annular space, for the purpose of pre-
venting the air entering the combustion chanilier from impinging
against the walls of the chamber, «, and cooling it. The shield,
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
157
r, is placid at a slight distance from t!i3 chamber, u, in order to
afford a space into which the gases can penetrate.
la Fig* 4 and 6, ic, wl are the barrel and plunger of the
pump for injecting the oil into the vaporising chamber, u.
This pump is constructed as showu in Fig. 4. In the end of the
plunger is formed a passage, x, which terminates in a cross
passage, x\ shown clearly in Fig. 6. Around the barrel, w,
of the pump is a chimber, y, and around a portion of the
plunger of the pump is a space, y', which communicates with
the chamber, y, through a pissaje, y', the spaje being kept
constantly tilled with oil under a slight pressure. When the
plungor is full out, the cross passage, xr, is> in the space ;/', so
that the oil can flow from the latter iuto the passage, x, and
till the space above the pluuger. Immediately the upward
movement of the pluuger commences, the passage, x', is moved
into the part of the pump barrel which the plunger fits, so that
the return of oil through the passage, x\ is . prevented — the
result being that the oil in front of the plunger is injected
into the vaporiser, it. The engine is well mounted on a strong
wrought-iron frame and four wheels, and is fitted with a water-
cooler.
BY MOTOR-BUS AT MIDNIGHT.
Early on Sunday morning, the SWth ult, the Strand, the
Embankment, and the adjoining thoroughfares were the scene
of what may be correctly termed the first completely successful
trial of one of the new electric omnibuses which are to be shortly
placed on the streets of the metropolis by the Loudon Electric
Omnibus. Company The vehicle, which is constructed on Mr.
Kadcliife Ward's system of electrical traction, left the Horse
Guards' Avenue shortly after midnight. Travelling through
Whitehall at the rate of between seven and eight miles an hour,
it glided smoothly down Victoria Street on to the Embankment,
where it attained a speed of eight and a half miles an hour.
After running the whole length of the Embankment and up
Whitehall iuto the Strand, a test of the capacities of the omnibus
in climbing was made. The steep incline running up towards
St. Martin's Lane past Trafalgar Square was mounted with ease.
Throughout the whole run the motion caused was slight, and no
throbbing or jolting was felt. As might have been expected,
the bus was greeted in a not too kindly way by the cab-drivers
about the streets.
ABEL'S FLASH-TEST APPARATUS.
to GO' F, an 1 then poured carefully into the oil cup I). The
lid is then pu» on, the rise of temperature being noted on the
thermometer in the oil cup. When a temperature of 66° F
is reached, the testing is started by setting the poiidulnm in
motion, and its operation is as follows: — The first three oscilla-
tions draws the glide slowly open, while the fourth closes it
rauidly. At the same time the test flame is gently tilted through
a hole in the slide to the space above the oil. This is repeated
once for every increase of a temperature of 1° F., until the
vapour of the oil igiiite3 within the oil cup, giviug a pale blue
flash. The temperature of the oil at which this occurs is called
the flashing point ; i.e., the flashing point is that temperature at
which the oil gives off a sufficient vapour to be ignited by a
Uxder the Petroleum Acts it is provided that oils sold for the
purposes of illumination shall not have a flashing point of less
than 73° F., which shall be determined by a special apparatus
invented by Sir Frederic Abel for the purpose. A section of
this bath and lamp is shown in the accompanying illustration,
in which C is a copper bath, containing water A. This forms
the water bath, within which there is an air chamber B, which
carries a gun-metal oil cup D. This cup rests upon an ebonite
ring, and over the air chamber B, and has a tight-fitting lid on
which is fixed a gas-burner. The oil cup carries a thermometer
T, and above the cover is fixed a slide, which is caused to
uncover three holes. This gas-jet swivels on a lever, and,
moving with the slide, carries a small flame, while the movement
is so combined that, as the lever tilts, the flame is passed through
one of the openings in the slide and reaches the top of the oil in
the cup. The right hand thermometer T is intended to take
the temperature, while the spirit lamp E supplies the necessary
heat.
A pendulum 24 inches in length is employed in order to
time the operations involved in the test of the flash. At the
commencement of the experiment the temperature of the water
in the bath is brought to exactly 130' F, while the oil is cooled
flame. As we have stated alx>ve, the lowest point legally
allowed for petroleum intended for burning in laiujis in this
country is 73 F., or 22'8' C.
At a meeting of the Belfast Corporation in committee recently,
the Tramway Company's renewed offer to introduce electric
traction on getting a seven years' extension of the present lease
(of which ten are yet to run), was again considered, ami the
Corporation decided not to grant any extension of lease, but the
Company would be allowed to introduce electricity and double
their lines without any additional payment for the unexpired
term.
Bbi Bezugnahme auf Inserate in diesem Blatte, bitte den
Namen " The Automotor and Hoksei.fss Vehicle Journal"
anzugeben.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jam-art, 1897.
CONTINENTAL NOTES.
Motor and Cycle Exhibition in Paris.
As briefly recorded iu our last issue, the fourth " Salon du
Cycle," or rather International Exhibition of Cycles and Motor-
Carriages, opened on the 13th ult, at the Palais de l'Industrie
iu the Champs Elysees. It may be said, perhaps, that new.
features, new inventions, and new applications of mechanical
conception were somewhat conspicuous by their absence this
time, and there is truth in the comment of critical observers that
the principal characteristic of the exhibition was the develop-
ment and perfection of ideas already adopted. The show, how-
ever, was a good one of its kind, and certainly deserved the
enormous interest which was taken in it by the ever-increasiDg
crowd of devotees of the wheel.
With regard to the bicycle portion of the exhibition, it was
noticeable that the prices of machines remain about the same
as last, despite the announcement that there was to be a fall
iu them, brought about by competition. There appears to be a
growing demand forbicylesof larger frames and higher develop-
ment ; the seat, it is remarked by the initiated in such matters,
is placed more forward than iu previous years, whilst the gear
case, to protect the chain from mud and dust, is getting more
and more popular. As for the motor-carriages, they presented
a magnificent show at the Palais de l'Industrie— their number
anil variety would have been deemed really incredible.
Aluminium bicycles seem to be gaining a little in public
favour, although opinions differ very much touching their
advantages and usefulness. But they look bright and pretty;
which with many persons is a consideration.
By far, however, the most striking part of this year's
exhibition concerns automobilism. Among the automobiles on
view that turned out by M. Leon Bollee was as much admired
as any. These machines, which we have already illustrated, are
tw.i-seated and single-seated. That exhibited by M. Bollee
under the name of " Voiturette " is pronounced by certain
expert judges to embody the best idea at the present day in the
horseless carriage line.
Those who followed the Paris- Marseilles race recollect very well
how bravely these little machines held their way through all the
stormy weather which had to be faced during that memorable
race. The machine, light though it is, is no " fancy " one. In
fact, its lightness is precisely, it is remarked, its power, and
allows of a person going about town making calls at the rate of
five milcj an hour if desired, or taking a spin in the country at
a brisk racing speed. M. Bollee's " Voiturette " has three
wheels, and though but a trifle higher than an ordinary tricyc'e,
two persons can be quite comfortably seated on it. It weighs
about 300 11)8., and is best described as a cross between an
automobile carriage and a motocycle. The back wheel alone is
worked by the motor, the other two in front having the steering
gear attached. The inventor holds that by this arrangement
much stability is ensured for his machine on turning, stability
being further guaranteed on the fact that the centre of gravity
is very low.
Automobiles, such as the Dion et Boutin, were wel! to the
fore, aud there was a large display at the Palais de l'Industrie
of automobile vehicles as delivery vans and carts, which are
more and more used and approved by tradtsmen and the
commercial world.
In connection with horseless carriages, mention may be made
of a new electric coupe, inveuted by M. Darraco. This coupe',
hung upon huit restarts, resembles from every point of view the
fashionable coupis turned out by the best Parisian makers,
'there is a seat at the back for the engiueer, so that those seated
inside the carriage have an entirely free view. The motor is
supplied with current from a conveniently situated battery of
accumulators. The steering is managed by the front wheels,
moved by a wheel at the engineer's seat. In the same manner
the brake is applied. The huit reports an 1 the inflated india-
rubber tyres make the coupe run as smoothly ;is possible.
This vehicle, in the opinion of the inventor, is especially
suitable for use in the crowded Paris streets. It is affirmed that
this electric coup* can be steered with the greatest facility, and
presents the advantage that on going down hill the movemeut
of the wheels recharges the accumulators, the nv>tor becoming a
dynamo and acting as a recipient of power instead of a distributor.
With regard to the question of economy, it is claimed that the
electric coup!- for use in Paris realises a saving of 40 per cent,
when comi>ared with the use of a eon of drawn by a horse. This
electric carriage was not at the Cycle Exhibition, but was
inspected at the workshops of the inventor by a number of well-
known amateurs of automobile carriages.
M. lUlifol showed a new vehicle propelled bv a horizontal
motor, as is the case with all the motor cycles and light vehicles,
with the single exception of the Dion tricycles, and the gas
mixture is exploded by electricity, a practice which is being
employed to au increasingly large extent in the new motor
vehicles. In fact, manufacturers and users can no longer ignore
the fact that with the liability of the petroleum spirit to over-
flow from the reservoir or the carburator the use of the firing
tube is attended with a certain danger, as is illustrated by the
burning of at least three or four vehicles during the past three
years, and of the total destruction of a goods delivery van from
"this cause in the streets of Paris a few weeks ago. With the
improvements being made in the electric firing of the gas
mixture, makers claim that the possibility of premature explo-
sions has l>een overcome, and if this lie true there is no reason
why the firing tul>es should continue to be employed. Moie-
over. electricity is almost a necessity in up-to-date vehicles, in
which the engine can l>e started from the driver's .seat, so that
there will be no necessity for the machinery to run while the
carriage is at a standstill! This is one of the principal improve-
ments that will have to be made in all the new self-propelled
carriages, and there is every promise that before long the work
of starting the motor by turning a handle will be a thing of the
past. But for this, electrical firing is indispensable.
A carriage possessing these advantages was shown for the first
time by MM. Kellner et ses Fits, 125, Aveime Malakoff, and if
the vehicle is all that is claimed by the makers, it is perfect of
its kind. It is constructed for three persons, and is profiled
by a two-cylinder horizontal motor of 3J horse-power. The
gearing is accomplished by the aid of leather belting and wood
pullevs. The forepart of the vehicle carries the water reservoir
and the electric l>attery, and behind the cushions of the seat is
the reservoir for the petroleum spirit. The driver pushes
forward a starting lever which admits the gas mixture iuto the
cylinders, the electric*! communication is established, and it is
claimed that the carriage starts without further trouble. The
only thing to be regretted is that no opportunity is afforded of
seeing the vehicle at work. A carriage that can be started with
so much facility, and only requires the motor to work when
running, must represent relative perfection iu the construction
of self-propelled vehicles if, as is claimed, there is an entire
I absence of vibration, and noise, and smell. Practical experience,
however, can alone show whether these claims are justified.
! The system of friction gearing employed by M. H. Tenting
is not new,, but it continues to hold its own among all the
new methods of power transmission being brought out, as is
proved by the fact that it has been adopted to a more or less
i extent by two or three other firms. The motor used is a two-
cylinder one, placed nearly horizontally in the same plane and
working on a common crank. The crank axle carries a large
friction wheel, upon the periphery of which run two small
friction cones held in j>osition by springs so that they may be
drawn away from the wheel or pressed upon it to graduate the
friction. Between these cones is a loose frictiou wheel carrying
the pinion for gearing on to the driving wheels. The loose
wheel may be drawn backwards and forwards between the
centre of the couss and their circumference to regulate the
speed of running, or it may be drawn clear altogether to put
the machinery out of gear. The pinion is geared on to the
i driving wheel's by a system of cogs. The petroleum spirit is
; pumped into the cylinders where it is vaporised and exploded.
( By this means it is claimed that considerable economy is effected.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
150
A new system of carriage propulsion was shown by M. Eraile
Mors, in which the motor is placed vertically, the two cylinders
being inclined at angles of about 45', and the crank shaft
is geared on to the intermediate axle by leather belting. The
special feature of this system is the electrical tiring, which is
Fig. 1.
accomplished by means of a small dynamo driven by a friction
wheel ruuning on the fly-wheel.
Steam was represented in the euriage of MM. N. Negre et
Kumn, and though the engine may be efficient enough to prolyl
the vehicle it is doubtful whether the system is all that is
required by buvers. A multitubular boiler is carried in the
forepart of the" carriage, and is heated by petroleum. The
engine is called a rotary, from the fact that the four cylinders
are placed at angles of 45', and work on one crank. It is fitted
just behind the boiler in front of the driver, and the whole
mechanism is too much exposed and too prominent to give a
satisfactory appearance to the vehicle. It was shown at work,
and, in fact, was the only mechanism in the exhibition that did
run, and the exhaust steam being visible was not calculated to
convey a favourable impression to visitors. It is evident that
steam is yet far from taking the place which it ought to occupy
in the propulsion of road vehicles.
motor cylinder, so that this latter is always full at the moment
of the explosion. It is a very quick-ruuning motor, and the
gas mixture is exploded at each revolution.
The only electrical carriage in the show is that of M. Darracq,
aud propelled by a dynamo on the rear axle and fed by Fulnieu
accumulators, weighing about 400 kilos., that are stowed away
in the front and rear of the vehicle. It is claimed that once
charged these accumulators will drive the carriage 120 kiloms.
The cost of these electrical carriages is, however, excessive.
One of the chief novelties was the petroleum fore-carriage
constructed by M. Pretot, 42, Avenue Philippe-Auguste, and
intended to be fitted to any type of carriage. It consists of
a sort of bogie frame carrying all the nieohanism comprising
a two-cylinder horizontal motor of five horse-power, which works
on an intermediate axle placed in front of the fore wheels, to
which it is geared by a chain. It is claimed that by this means
the mechanism lias more of the hauling than propelling action,
and that consequently the power is utilised with much better
effect The attachment to the carriage is extremely simple,
consisting, as it does, merely of bolting the bogie to the fore
axle and cutting two holes iu the. front part of the vehicle, one
for the levers, and the other for the spindle which serves for
steering.
The Societe des Automobiles Peugeot, three of whose exhibits
are illustrated on this page, for instance, showed a carriage
propelled by their new horizontal motor, in which the gearing
Via. 2.
In the carriages of M. P. Cusset, of Levallois-Perret, the
power of the single cylinder horizontal motor is increased by
the employment of a "compressing cylinder, in which a valve
to admit the gas mixture is opened by the explosion in the
Fig. 3.
is effected partly by friction cones and partly by leather
belting, but it was impossible at the show to get auy particulars
about the details of the mechanism. One feature, however,
woith notice is the use of an intermediate shaft carrying the
driving chain, instead of coupling the crank shaft directly to the
driving wheels themselves, as is the case with all the other
chain-geared motor vehicles. The appearance of the carriage is
thus much improved, and the gear is not so liable to be clogged
with mud thrown up by the wheels. In this, as in nearly all
the new motor-cars, a reversing gear is employed. To sum up
the show, it may be said that much more attention has been
given than hitherto to the body of the self-propelled carriages,
especially with regard to the finish of the vehicles, though it
would appear that their construction is still far froai being
sufficiently robust to withstand the strain that is put upon them
by the motors ; the motors employed are mostly of the horizontal
type, geared with leather belting ; electrical firing is coming
more and more into vogue ; little or nothing has been done to
prevent any overflow of petroleum spirit from the carburator or
the reservoir ; the burnt gases are usually sent into a chaml>er
to expand before escaping into the air, but beyond this nothing
practical seems to have been done in the way of suppressing the
noise aud vibration of the vehicles, at least to the extent repre-
sented bv the makers themselves.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[January, 1897.
Pretident Sir IUyid Salomons, Bart.
Secretary Avihibw W. JUsh, Esq.
President of the Lirejioot Ctn're The Eaul of Derby, G.C.B.
Hon. Local Secretary . . .. E. Siiiiap.vkll Smith, Eiq.
Semi ■ Official Journal of fAe"[ The Auiomotob and IIorse-
Axsociation .. . . ..J less Vehicle Joirxal.
Notice of Forthcoming Meeting.
Tuesday, January/ 19M — At the Royal Institution, Colquitt
Street, Liverpool, " Mechanical Haulage on Common
Roads," by W. Worby Baauiuont, M.I.C.E., M.I.M.E.
««mm^^mm*w«m^^m#«
*^MMMA^^MMA^^^^^^WM
"THE MOTOR- WAGON SCIENTIFICALLY
CONSIDERED."
Proposed Exhibition of Motor Vehicles in
Liverpool.
At a Council meeting of the Self- Propel led Traffic Association
(Liverpool Branch) the questiou of holding a parade or exhibi-
tion of motor vehicles was. discussed at length. The general
opinion seemed to be that there was no need to arrange for a
display of light carriages since numerous other opportunities
would arise, but it is within the bounds of possibility that a
display may be organised for May 1st. Ultimately the following
gentlemen were elected to form a sub-committee for the purpose
of drawing up the regulations and conditions to govern a prize
scheme and competition for motor-wagons suitable for heavy
goods traffic : — Messrs. A. Bromlev Holmes. M.I.C.E , Alfred
Holt, M.I.C.E., Alfred L. Jones, j!P., A. G. Lvster, M.I.C.E.,
and Henry H. West, M.I.C.E., with Mr. E. Shrapnell Smith
as honorary secretary.
At the fourth ordinary meeting of the Liverpool Branch of
the Self- Propelled Traffic Association, held at the Royal
Institution, Liverpool, on the 5th inst, under the presidency
of Mr. A. L. Jones, a lecture was delivered by Mr. G. F.
Thompson, consulting engineer, Liverpool, the subject being :-•
'• The Motor-Wagon Scientifically Considered." Amongst those
present were Messrs. Alfred Holt, Maunsell C. Bannister,
John A. Brodie, Everard R Calthrop, A. Bromley Holmes,
A. G. Lyster, Arthur Musker, G. F. Ransome, Henry H. West,
John Wilson, Lawrence Jones, Chas. Burrell (of Thetford), and
E. Shrapnell Smith.
The Chairman, in introducing the lecturer, said that he
hoped they would that night see some practical use in the
Association. (Hear, hear.) Most commercial men in Liverpool
knew the extreme hardships Liverpool shipowners and shippers
had to put np with from the railway companies. (Applause.)
They had appealed to the railway companies time after time for
some consideration, but they had never been able to get the
slightest concession. They had beard a good deal about
motor-cars, and that night they were to hear a paper from
Mr. Thompson about what might be confcidered a good and
useful convenient motor-wagon. What they wanted was a good
and cheap means of carrying cargo from Liverpool to Manchester,
or to any place within 20 or 30 miles from Manchester. He
did not know what Mr. Thompson had to say, but he did know
that it was possible for them to take cargo from Liverpool at
one-third of the charge now made by the railway companies.
In adopting any new system such as was now being brought
forward they had this advantage, that they would not have
that double or treble handling of cargo which was so
damaging to fragile packages. Even if the railway com-
panies carried cargo free, it would be better for the owners
to send their goods by motor-wagons, because they would carry
the cargo from the ship's side to the consumer. There was no
difficulty in a car leaving Liverpool at night and getting to
Manchester in the morning, and this was where a motor-
car traction-engine would have a great advantage over the
railway companies, besides which, this traffic would have a great
tendency to increase the value of land within a certain distance
on either side. All this would tend to put them iu a better
position to meet the continued and increasing competition of
foreign countries, such as Germany. The Dock Board had
shown every desire to maintain Liverpool as one of the first
ports of the kingdom. (Hear, hear.) The Board had met them
very fairly, and they had not much to complain of at present,
but the railway companies absolutely would not move, so that if
Liverpool was to go ahead, as he had no doubt it would — for he
had no doubt that Liverpool would hold her own as a great
port — but if the city was to go ahead Liverpool men must work
in the interests of the port with a determination to bring about
a better state of things (hear, hear) than existed at the
present time. For his own part he was quite willing to give
time or money to bring about that state of thing?. Motor-cars
would use the highways, and, therefore, no land need be bought,
and there would be no rails to lay or bridges to make. He was
not quite sure that Liverpool was right— in fact he was inclined
to think that Liverpool was wrong — in not taking in hand Mr.
Alfred Holt's plateway scheme when it was put forward.
(Applause.) There was no doubt that had Liverpool taken it up
Manchester would have been saved a good deal of money
(laughter), and Liverpool would have benefited greatly. But
they were there to take things as they were, and under the
present circumstances to do what they could for the best
interests of the port. He had great pleasure iu calling upon
Mr. Thompson, wuo said : —
Mr. Chairman and Gentlemen, — The history of road loco-
motion, owing to its wealth of incident, forms, perhaps, one of
the most interesting pages in the annals of industrial progress,
and, from its first inception, mechanical locomotion appears to
have had a peculiar fascination for ingenious minds, all sorts and
conditions of men having endeavoured, more or less successfully,
to make it vtfait accompli. It will have been noted by all who
have studied the history of the subject, that the annals record
more failures than successes, which fact may be said to lie the
natural consequence of treading upon practically unknown
ground, or of dealing with unsolved mechanical problems ; but
there is, I think, a further and more conclusive reason for so
many failures in the past, and which a closer scrutiny of the
history discloses, and it is that comparatively few of the inventors
or designers in the past were engineers or men having any
scientific or mechanical training, but were, on the contrary, as
regards applied mechanics, merely enthusiastic amateurs, follow-
ing vocations remote from engineering. All wore, doubtless,
skilled in their own professions or trades, but were unlikely to
be equally proficient in the science of engineering. I do not, of
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161
course, suggest that there were no real successes in past years,
as in point of fact there were many, and it will be found that
with few exceptions the vehicles were the productions of
engineers, and were designed upon more or less scientific
principles, and that little or no experi men ting was required to
complete their success. In reviewing the past history of road
locomotion, we are, of course, dealing with a period when the
" rule o' thumb " was to a large extent the standard measure,
and the value of theory and scientific principle was uot appre-
ciated to the extent that it is at the present time. The reason,
therefore, as to why the endeavours of so 'many enthusiastic
experimenters were frequently attended with failure is not far
to seek, as they were all more or less guilty of one fault of
omission which was, in almost every case, the cause of failure,
that was, they approached their subject without due considera-
tion of the scientific principles involved in the problem of
mechanical locomotion ; and, as the untrained mind is apt to
err in almost every case where physical laws or scientific prin-
ciples are concerned, many of those worthy men, in spite of their
energy and persistence, met with repeated failures, but when
occasionally something practical was evolved from the cbaoa of
experiment, it was not so much due to consideration of the
underlying principles, as to the mere avoidance of the errors
which had contributed to previous failure.
Tt has been truly said, that we sometimes benefit more by our
failures than by our successes. A peculiarity of the unscientific
mind is, that it either ignores, or fails to appreciate, the unalter-
able character of the passive and active forces of nature, and
frequently seeks, by elaborately devised contrivances, either to
circumvent natural laws, or to defy physical forces. The
unscientific mind usually sees in complication and elaboration,
imaginary improvement in mechanism, and the solution of
problems, which, on the other hand, the scientific mind knows
to be impossible. The history of road locomotion teaches us
that little cf real practical value is evolved by blind experiment
in the field of mechanism, but that, on the other hand, by
building up a structure upon a sound scientific basis, success
may be practically insured before the field of experiment is
entered upon. Guided by this principle, let us study the
problem of road locomotion upon a scientific basis, and to do
so the fundamental principles to be observed in the design of
mechanical apparatus generally must be considered ; as to those,
let us hear what one of the greatest mechanicians who ever
lived said, more than a hundred years ago — I refer to James
Watt, whom I will take the liberty of terming the "Shakespeare
of Engineering," inasmuch as he formulated principles, evolved
truths, and established axioms, which live to-day, as do the
wise sayings of the " Bard of Avon." Perhaps the greatest
axiom established by Watt was that " the supreme excellence
in mechanism is simplicity," the scientific truth of this has been
established by the test of experience, and its import is perhaps
more fully appreciated to day than at the time it was uttered.
We might perhaps amplify what we may term " Watt's Law," by
adding " and simplicity in mechanism is the secret of success."
Any complication of apparatus or the employment of superfluous
material merely entails expenditure of motive power to no
useful purpose, but, on the other hand, creates undue friction,
aud energy is further wasted in the setting up and retarding
uselesi momentum.
Correctness or soundness of principle is of first importance as
a factor in successful engineering, but there is another point
almost equally vital, and that is perfection of detail ; doubtless
many more failures could be traced to defective detail than to
fault of principle.
The first principles, therefore, to be observed in the design of
mechanical apparatus generally, and self-propelling vehicles in
particular, are : —
1. Soundness of principle.
2. Simplicity of design.
3. Correct proportioning of material to power.
4. Perfection of detail.
And these may truly be said to be the elements of success.
Before considering the design and construction of the vehicle
it is necessary that we should investigate the elements of road
locomotion, and the first matter, therefore, to which our atten-
tion must be directed is the consideration of the physical con-
ditions involved in the rolliDg contact of wheels with various
surfaces, and this is, after the question of propulsive power,
the most important factor in the problem of successful
mechanical traction. The conditions of surface presenting the
greater difficulties to be overcome in mechanical or other
traction are : —
1. Unevenness.
2. Yielding, or soft.
3. Inclined.
Taking these conditions in order we will first consider uneven-
ness, this being, in more or less degree, the condition of all
road surfaces. Unevenness, however small, comparatively,
necessitates a continual lifting of the vehicle, whether drawn
or self-propelling, and which lifting is not in any way assisted
by the descent of the wheels into the hollows of the surface,
except when travelling at a high rate of speed, then the slight
momentum due to the descent of the wheel does in some
measure assist its ascent up the following rise, but this is only
the case when the unevenness consists of rounded hollows and
mounds. When the unevenness is due to stones projecting
above a fairly level surface, each one becomes a species of stop
and, according to its size, acts with greater or less degree as a
check to the progress of the wheel, and the effect of that check
varies according to the diameter of the wheel and the point in
its periphery which strikes the obstruction. The diagrams a
and b illustrate this point. (Diagrams drawn upon a black-
board were here referred to.) In the case of a, the wheel is
30 inches diameter, and the obstruction equal in height to
one-tenth the diameter of the wheel, or an angle of inclina-
tion of 18°, whereas in the case of b, with a wteel 40 inches
diameter, or 50 per cent, larger than a, the height of the
obstruction becomes now only one-fifteenth of the diameter,
and the anglo of inclination is reduced to 15°. Further, iu
the case of a, the effective leverage of tractive pull is only
80 per cent., whereas in the case of b it has increased to 867
per cent. This reasoning practically proves the case in favour
of comparatively large wheels. If the obstruction becomes
crushed or forced down into the road surface by the weight
coming upon it, then the amount of lift of the wheel is pro-
portionately reduced, but it does not follow that any power is
saved, as power has been expended in depressing or crushing
the obstruction.
Upon hard aud fairly smooth surfaces, the tractive force
necessary is always proportionate to the weight of the vehicle
and its load, other factors such as friction and method of
propulsion being equal. But by increasing the diameter of
the wheels, the tractive force required is diminished, the rule
being that the force is reduced as the diameter of the wheel is
increased. It is said that within certain limits the tractive
force required to draw or propel a vehicle of a given weight
does not vary as the number of wheels, and theoretically it
would appear reasonable, assuming* that proportion of bearing
surfaces and treads of tyres were correct. Traction ujion soft
or yielding surfaces increases as the width of the tread. On
hard surfaces increase of width of tread makes little or no
appreciable difference in the resistance, except perhaps by
covering a larger number of irregularities to actually reduce
the tractive force, unless the weight of the wheel has been
increased by the widening of the tread, then the advantage of
the greater width of tread is lost in the increased inertia and
friction. When the surface is yielding and the wheels depress
it, it becomes equivalent to ascending a continuous incline, aud
the resistance of such incline will vary according to the nature
of the surface, and the depth to which the wheels sink into it.
The power absorbed in the compression of a soft yielding
surface or what is equivalent thereto, ascending an incline equal
to the depth of the depression, is illustrated by diagrams c and o.
c represents a wheel rolling upon an unyielding surface and
requires a pull of only 25 lbs. to move it. D shows a wheel of
similar diameter upon a yielding surface, and the depth of
depression is equal to an angle of say 10'. To move this
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THE AUTOMOTOR AND HOUSELESS VEHICLE JOURNAL.
[Janvaby, 1897.
wheel uow requires a pull of 136-1 lbs. In the calculation the
extra friction due to increased pressure upon the axle bearing
and the contact of the wheel rim with the sides of the rut
formed by the depression of the road surface are not estimated,
but it would be safe to add at least another two per cent, or
20 lbs., thus increasing the pull necessary to lo^'l lbs. But
there is yet another factor which must not be omitted in
estimating the tractive pull, that is, the loss of effective leverage,
which is as the depth of depression to the radius of the wheel,
owing to the fact that the line of pull is parallel with the
normal surface and not with the augle of inclination.
Powkr Required for Self-propulsion as Compared with
Traction.
It is a fact, now generally recognised, that in the case of
self-propelling vehicles to do work equal to the average horse
by mechanical means, requires from two to three mechanical
horse-power, and the question is often raised as to the theoretical
explanation of this apparent paradox. The reason is not far to
seek. It is not because a horse under ordinary circumstances
exerts a force greater than the mechanical unit, as, on the
contrary, it is the fact that utider normal conditions the animal
exerts a force of only about 65 to 70 per cent, of the mechanical
horse-power, and this fact would appear to emphasise the
anomaly- But although the animal, in the ordinary way of
working, only exerts a force of, say, two-thirds the mechanical
unit, he can, on occasion, for periods of short duration, exert a
force of as much as 10 mechanical horse-power, and which reserve
power he brings into action when starting a vehicle or ascending
a gradient ; therefore a motor to do the same work as a horse
must be of, say, three mechanical horse-power, if not more.
But there is actually more power required to more a given load
when the vehicle is self-propelling than when drawn by horse or
other means, and the reason is, that in the one case the power
is applied to the mass and the wheels are merely the rolling
media snp|K>rting the weight, and the best possible mechanical
effect is thereby attained ; whereas, in the other case, when
power is applied to the wheels iu the form of turning effort,
intermediate mechanism between power and load is brought into
action, with a consequent loss of effect represented by the extra
amount of friction set up. The wheels have now become levers,
acting as between the ground and mass to be moved, and the
force is now practically applied at the fulcrum or at a point
between the periphery and the centre of rotation, and according
as that point is brought nearer the centre of rotation, so must the
force there applied increase to develop a certain power at the
periphery, and the friction at the axle increases in like ratio.
This resistance becomes more pronounced upon gradients and
increases as the augle of inclination.
A natural deduction from the foregoing theory would be that
to obtain the best effect all the wheels of a self-propelling
vehicle should be driven ; this would be theoretically correct,
as there would then lie no power expended in merely pushing
forward idle wheels, but practically this is objectionable,
inasmuch as any driving mechanism upon the steering wheels
would interfere with their'free movement and, further, would
necessitate complication besides. There would be considerable
difficulty in devising such compensating gear as would insure
l>oth leading and rear wheels doing equal work ; we will,
therefore, dismiss the point as being an unnecessary complica-
tion. We will now consider the question as to whether the
leading or rear wheels should be the propelling wheels, and I
may say that opinion is somewhat divided on this point, some
makers having adopted the front-driving system, but the
majority have decided in favour of the rear wheels being the
drivers, which is undoubtedly the most practical method and,
further, is theoretically the most correct system, as I think will
readily be seen from the diagram shown. The first figure
represents a front-driven vehicle ascending a gradient of 10 per
cent, inclination, and it will be observed that the gravitation of
the mass of the load tends to relieve the leading or driving
wheels of about 10 per cent, of the weight l>oriie when on the
level and, at the same time, to increase the weight upon the
rear, which in this case are the steering wheels ; the objections
to this arrangement are self-evident, and I do not think I need
enlarge thereon. A rear-driven vehicle is represented upon a
similar gradient, and it will be seen that in this case the gravi-
tation of the mass tends to increase the weight on the driving
wheels and, at the same time, to reduce the pressure upon the
leading or steering wheels ; this arrangement is both theoreti-
cally and practically correct for the following reasons : —First,
the additional weight upou the driving wheels increases their
adhesion but does not at same time increase the work to be
done, as the actual weight of the mass, whether on level or on
incline, always remains constant. Secondly, by relieving the
leading wheels of a portion of the weight carried, they are
thereby more free to rise and travel over the irregularities of
the road surface which, when met with on an incline, tend to
increase the resistance of that incline. There is also another
point, and that is the leading wheels can, when comparatively
lightly loaded, be the more readily and .easily swivelled for
steering purposes.
The next point to be considered is the construction of the
vehicle and its weight in relation to the load carried. I might
say that in railway practice in this country the weight of the
vehicle iu comparison with the load designed to carry generally
exceeds the weights in vogue in the United States, where
rolling stock for both passenger and goods traffic has certainly
been brought to a higher degree of perfection than in any other
country of the world. In this country the " tare " or dead
weight of railway wagons averages 60 per cent, of the full load,
whereas in America, where very large bogie-cars are employed
for freight purposes, the. weight of the vehicle seldom exceeds
40 per cent, of the load carried. This is much more rational
when we consider the possibilities of scientific construction.
Taking a modern bicycle as an example, we have in it a vehicle
designed to carry from 100 to 200 lbs. and seldom weighing
more than 20 per cent, of the load designed to carry. From
actual tests made it was found that a bicycle frame of sound
ordinary construction would sustain a weight equal to 10 men
before showing signs of failure, thus proving that no vehicle, if
scientifically designed and carefully constructed, need be more
than 25 per cent, to 30 per cent, of the weight designed to
carry, and, at that, to have a factor of safety of about 10. Of
all systems of construction of framing for road or railway
vehicles, the tubular is at once the most scientific, being the
strongest for a given weight of material employed. The tube
or cylinder being theoretically the form in which material can
most resist not only compressive but also torsional and
bending stresses. Where tensile strain is concerned, it is
practically immaterial what the form may be, provided the
sectional area is sufficient. The tubular system of construction
for the framing of freight-cars has been employed for some time
past in the States and has been adopted, to a small extent, in
this country, but owing to the inherent conservatism of railway
companies and wagon builders I am afraid it will be yet a
considerable time before the system is more generally adopted
in England.
With regard to vehicles for traffic on roads, the lighter the
construction consistent with adequate strength the better, for
two reasons :— (1) The lighter the vehicle the smaller will be
the dead load ; (2) A light framework possesses more elasticity
or flexibility aud its moment of inertia is less than one of rigid
and heavy construction, and it is, therefore, less liable to injury
from vibration due to uneveuness of road surface.
Framing and Wheels.
This reasoning clearly emphasises the desirability of reason-
ably light and somewhat flexible framing for all vehicles
intended for road traffic, as such are more subject to vibration
and torsional strains than are vehicles running upon prepared
tracks, and the design of such vehicles when self-propelling
should be even more carefully considered than the construction
of a locomotive for railway purposes, for the reason that the
conditions under which it must work are more exacting, and its
range of adaptability must be greater than that necessary in an
engine intended to run on a prepared track. Reverting to the
question of vibration, its eflect can, of course, be practically
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nullified by interposing elastic media between the road surface
and framing in one or another of two forms. First, in the form
of springs, and, secondly, in the form of elastic treads to the
wheels ; but a still better effect is obtained by a judicious
combination of the two forms. First, springs are better
calculated to dissipate the effects of severe shocks than are
elastic treads to the wheels, but, on the other hand, the elastic
tyre possesses an attribute of which no other expedient is an
equivalent, and that is in its keeping the inflexible rim of the
wheel off the smaller inequalities of the surface, which are
really the cause of jar or vibration, when the tyre is of metal,
or any hard, non-elastic material. Regarding springs, it has
been ascertained, by actual experiment, that with properly
proportioned springs, the tractive force when travelling at
moderate speeds over rough surfaces is thereby reduced to
alxiut half what it would be were no springs employed. As to
the construction of wheels, there is only" one perfect wheel
suitable for light, or moderately heavy road vehicles, and that
is the one built upon a truly scientific principle, the suspension
system, which means, in other words, that the spokes are in
tension instead of being in compression as in common wheels,
and the knave or boss hangs as it were within the rim, instead
of thrusting outwardly in all directions. This is the only
system upon which a perfectly sound yet light wheel can be
constructed, and when the spokes are arranged taugentially and
Interlaced it becomes a perfect driving wheel, inasmuch as the
turning effort applied to the centre is communicated to the
periphery by a practically direct pull, instead of by a bending
strain upon the spokes as is the case in ordinary wheels
having radial spokes in compression.
A wheel on the suspension system with pneumatic tyre is the
scientific as well as the mechanical ideal, and, I might add, the
commercial ideal, as I believe, made in a comprehensive and
systematic manner as they are at the large manufactories in
Coventry ; wheels on this system can be produced at a cheaper
■•ate than could wheels of equal strength on any other system.
Many devices have been brought forward as equivalent of the
pneumatic tyre for affording an elastic connection between the
centre of the wheel and the part in contact with the road surface,
but although successful as far as they go, they do not meet the
case. Elasticity in a wiieel is practically useless unless it be at
the tread, as it is at that point where the shock is received, and
if it be not at once absorbed by some elastic medium, it is, as a
consequence, cotumunicated to the whole of the rim and any
other parts which are rigidly connected thereto, so that elasticity
iu the vicinity of the boss of the wheel in no way saves the rim
from injurious shock, and is at best but a bad substitute for
springs employed in the usual manner. Further, elasticity within
a wheel in no way increases its adhesive or tractive power, and,
considering the complication it entails iu the construction of a
wheel, it is, as a mechanical expedient, worse than useless. The
great advantage and value of elasticity at the tread of a wheel
is that it serves the double purpose, of first absorbing all jar
due to rolling contact with an uneven surface, and, secondly, it
intensifies the adhesion of the wheel to the road surface.
Respecting wheels having plain unyielding treads, it has been
found in practice that siuh wheels offer greater resistance to
traction than when they hive diagonal or transverse ribs or
plates upon their peripheries ; this is accounted for by the fact
that many of the loose stones, &c, met with on road surfaces
find their way into the spaces between the ribs, and conse-
quently no power is expended in either forcing them into the
surface or crushing them, as would be the case were the
wheel rims plain.
Stbbrino.
The best method of steering self-propelling vehicles is
undoubtedly that known as " Ackerman's system," which
consists in swivelling the leading wheels independently instead
of together, as is the case when a fore-carriage is employed.
In Ackerman's system the leading axle is a fixture, and the
wheels are mounted upon short pivots jointed to the ends of the
fixed axle. These pivots have short levers attached to them at
angles slightly out of square to which the steering handle is
I
connected by suitable rods and levers. This system of steering
possesses three distinct features of advantage. First, the body
of the vehicle is sup|x>rted at the sides, instead of at the centre —
as is the case with a swivelling carriage — thus insuring greater
stability. Secondly, the wheels being mounted on the ends of
short levers instead of long levers, their movement is much
easier, and they are further not affected to the same extent by
' unevenness of surface or obstructions, as when held at the ends
i of a long swivelling axle. The third advantage is that owing
to the levers upon the wheel pivots being set out of square
and their consequent movement through arcs of circles not
coincident, there is a resulting variation of relative angle of the
two wheels, and which, if the levers are set at the proper
degree of inclination, insures each wheel being set approxi-
mately square to the radii of the circles of their paths. This is
an important point, as if the wheels he parallel to one another
i there is a screwing or twisting of the wheel traversing the
I minor or inner curve.
The Rod of Propulsion.
] The most important elemeut in successful road locomotion is
adequate propulsive power, and from the data given it will be an
I easy matter to determine what ]x>wer may be necessary to
propel a given weight under various conditions ; the next point,
| therefore, to consider is the system of propulsion. For freight
purposes over long distances, there are, in my opinion, only two
I systems admissible, they arc steam and oil, or explosion motor.
Practical opinion is strongly iu favour of steam, but I am
I inclined to the belief that in oil it has a very formidable rival,
therefore, let us for a moment glance at the relative merits and
I drawbacks of steam and oil.
One great advantage which steam possesses is that it is
I generally understood, it is easily generated, and ths materials
necessary thereto can be obtained almost everywhere. But to
enable this class of power to be held in reserve energy must be
stored either iu the form of pressure or of heat, and iu any case
the container must be necessarily strong and heavy. The latter
form of storage is the more desirable as the element of danger
created by the storage of pressure is not present iu the storage
of heat under proper conditions. A steam-engine can be readily
started, stop|>ed, and reversed, and its range of power aud
variation of speed are practically uulimited, and when duplex
cylinders are employed, perfect balance may be insured.
Regarding the oil or explosion-eugine, its principal attribute is
that only the motor and fuel are necessary for the development
i of power, there is no medium or third elemeut required as iu
the case of steam or electricity. The heat-producing material
I is in a highly concentrated and portable form, is an article
easily procurable, cheap aud safe, when its flash point is above
j 80' F. The principal objections to the oil-engine are that it is
not a self-starter and it has practically no flexibility in the
matter of speed or power, and must be kept running even while
the vehicle is stopped so as to be ready for re starting. Further,
its action is somewhat jerky, owing to the thrust-effort being
only at intervals and always in the one direction ; this is perhaps
the most serious objection to the explosion engine, but when it
is considered that pulsation or vibration in a motor is only the
evidence of unbalanced thrust-effort or the momentum of
mutter iu motion, I think ingenuity should be able to cojh-
with this element ami so remove a stigma from au otherwise
admirable apparatus.
Referring now to the more commercial aspect of the matter,
the best and most economical working conditions would ap|iear
to be fulfilled by employing one motor freight-wagon drawing a
simple freight- wagon. The weight limit fixed by the Local
Government Board iu this case being : — Motor and follower-
wagon together, unladen, four tons, and speed limit, six miles
per hour. To take full advantage of the weight limit the motor-
1 wagon, together with engine and fuel, might weigh, say, 2 j tons,
and the follower- wagon, say, 1 j tons. The motor- wagon might
then be designed to carry from five to six tons and the follower
a similar load ; only one-half of the load would then be self-
propelling, the other half would be drawn, and, therefore, moved
under more economical conditions. The horsepower required
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THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Janiabt, 1897.
for such vehicles and loads on the level would be about
17 mechanical units, but the motor should have a margin of
power for starting the load and ascending gradients of, say,
50 per cent, that is, 84 horse-power, which added to 17 makes
the total power of the motor for such work, say, 25 effective
horse-power. I say effective as meaning over and above the
power necessary to overcome inertia and friction of engine and
machinery. Every motor-wagon should have two men in charge,
an engine-driver and stoker, and be the motor of very small
power the same attendants would be necessary, whereas the
same two men could manage equally well a motor- wagon drawing
even 10 wagons after it, and little, if any, more work would be
entailed than if it had no follower.
The only remaining matter of importance is the question of
cost of working, and as that is as yet a matter of speculation and
estimation rather than fact, I would prefer not to commit myself
to any definite statement, but I am of opinion that upon fairly
good roads, having no gradients above 10 per cent, inclination,
with either steam or oil it might be readily possible to convey
goods at a cost of 1 \d. per ton per mile, aud in arriving at this
amount I have taken into consideration cost of fuel and
engine sundries ; wages for two attendants ; interest on capital
outlay ; repairs, depreciation ; insurance of motor and load, and
rent of shedding for accommodation of motors when not in use.
But I have not included cost of loading and unloading, and,
further, I have based my calculations upon the assumption that
the wagons be fully loaded ; allowing for the light load con-
tingency it might be advisable to increase our figures to \^d. or
\\d. per ton per mile.
In conclusion, I would say that the natural tendency of
human inclination is to select the best, and the ultimate
success of the mechanically-propelled vehicle is a question of
the "survival of the fittest," and this is the underlying principle
of all real progress, and he whose endeavours are directed
towards the attainment of perfection, whether it be in mechanism
or other useful art, will surely reap his reward in due season :
but no endeavour in the direction of the attainment of supreme
excellence in mechanism can be really profitable unless our
efforts are guided by the light of science. (Loud applause.)
The Chairman, in commenting upon the lecturer's remarks,
said he was gratified to find that Mr. Thompson's calculation
as to cost of running exactly agreed with his own estimate, and
with a guarantee as to cost actually given him by an eminent
firm of traction-engine builders, and he thought that if goods
could be carried, say, from Liverpool to Manchester, or similar
distances, at the cost estimated, there was a good field for an
economical motor- wagon.
A discussion followed, in which several gentlemen connected
with shipping and engineering interests took part. After the
lecturer replied to the several points raised during the dis-
cussion, the proceedings terminated with the usual votes of
thanks.
THE BLOT ACCUMULATOR.
In common with all interested in the adoption of secondary
batteries for use in traction work, we have long taken an
interest in the system of Mr. G. R. Blot — as we have been
acquainted for some time with the marvellously good results
which Mr. Preece had obtained in the course of a series of
elaborate experiments, carried out with the assistance of the
Post Ofhce experts. In'addition to that testimony we had, too,
the favourable opinions of some scores of Continental and
English electricians, as well as the outcome of our own know-
ledge of the accumulator. We were therefore much pleased
at the successful gathering which took place on Tuesday last
at the Hotel Cecil, London, when, under the presidency of the
Hon. R. R. Dobell, Mr. H. Tyrer Cheswright gave a lecture,
illustrated with models and diagrams, on the principles and
construction of the battery. The speaker said : —
The "Blot" Accumulator is of the "Plante," or pure lead
type, containing no pasted oxide whatever ; its construction is
based upon the suspension of alternately corrugated and
embossed ribbons wound round a " shuttle, such ribbons and
shuttles varying in thickness in accordance with the electrical
capacity as:d rate of charge and discharge required, aud being
fixed free to expand in an unoxidisable form.
Of these accumulators we have several samples before us —
most of which are illustrated in this article— with which we
propose to show very briefly the special features and advantages
of the " Blot " system, by demonstrating to you the rapidity
with which these accumulators can be practically charged for
traction purposes, also for motor-car work, a subject which
is now engrossing the attention of the entire world ; and,
secondly, by explaining to you the exceedingly simple and
mechanical construction of the plates, the manner of their
erection in cells, &c.
Whilst the " traction cell " is being charged in the short space
of 15 minute*, if you will allow me I will call your special
attention to the advantages referred to with regard to this
system, which may be summed up as follows : — (I) Maximum
electrical surface obtainable ; (2) high rate of capacity and
efficiency ; (3) rapid charge and discharge ; (4) immunity from
buckling ; (5) absolute and efficient conductivity between active
material and the frame ; (6) durability ; (7) low cost of pro-
duction.
With regard to the maximum electrical surface which is the
largest obtainable, I think you will easily understand that this
is' arrived at by the fact of using alternately corrugated and
embossed ribbons. This ingenious arrangement gives a great
active surface with a small amount of lead (-333 m» per kg. of
plate) as well as great porosity, due to the layers of ribbon being
kept apart by the corrugation.
High rates of capacity aud efficiency are attained and assured
by the large and exceptional surface of active maferial exposed
to the electrical action.
It is well known amongst electricians that the time required
for charging and discharging an accumulator is in absolute
proportion to its surface for a given weight, hence it has been
the object of manufacturers to make the plates as thin as possible,
but in the case of all oxide accumulators that have pasted
plates it has been materially impossible to go beyond a certain
point, as they otherwise disintegrated or fell to pieces, which
limits for all practical purposes the rate of charge and discharge
(as also their electrical capacity) to a very low regime. With
the very largely increased surface of the " Blot " Accumulator
this essential difficulty is entirely overcome, and in proof of
which I would refer any gentleman to the curves on the wall,
demonstrating both the electrical capacity and efficiency at
high rates of charge and discharge ; tlie charge varying from,
say, one quarter of an hour, and discharge up to ten hours,
which latter for ordinary stationary purposes is the usuat rate.
I would here mention that these accumulators have undergone,
during the past two years, most severe aud exhaustive tests
by very competent authorities in France. Belgium, and this
country. The extracts of some of the important reports will
accompany the prospectus, which will shortly be issued to the
public.
Swelling of the active material iu accumulator plates has
always been one of the greatest, if not the. greatest, difficulty
that has had to be contended with. With oxide plates it is
produced by the difference of dilatation, the swelling of the
active material and its consequent disintegration, the dis-
integrated parts, moreover, establishing but too often what
is known as a "short circuit" (accidental contact between
the two poles). I may mention that the oxide accumulators,
notwithstanding these inherent defects, may be said hitherto
to have taken precedence over the pure lead or Plante type, such
as we are dealing with to day, for the only reason that a pure
lead plate has, up to now, never attained an equal electrical
capacity, though known to be far more robust. With
Mr. Blot's system we have even a much higher capacity thau
with any industrial oxide accumulator known, at the same
time combining all the solid qualities and. advantages peculiar
to the Plants system (pure lead). Before leaving this question
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165
1. Frame support for mounting plates
iu cell.
2. Complete plate; 4 shuttles.
;-b?
6. Whole and half shuttle.
3. Complete plate j 8 shuttles.
7. Showing embossed and eorrugaUd
ribbon with loose ends.
4. Shuttles placed horizontally.
5. Shuttles placed vertically.
8. Complete cell in glass.
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THE AUTOMOTOR AND SOttSBLSffS VEBWLE JOURNAL. [janca.*, 1897.
of buckling or swelling, I would like to explain how this
inherent drawback is entirely obviated with the " Blot " plate.
As already explained, the active material is composed of
alternately corrugated and embossed ribbons, these ribbons
being left entirely free at the base of the plate, allowing sufficient
room for their extension and expansion vertically and horizon-
tally. This is the only system where necessary expansion has
beeu practically provided for, and this important point will be
easily appreciated by all electricians, and particularly by those
who have already hail experience and paid for it.
The conductivity between frame and active material is a
point whbh is of great importance. It is of no use being able
to put a large quantity of electricity into an accumulator unless
you can get it out again in a sufficient proportion. It will
therefore be seen that the conducting surface of an accumulator
plate must of necessity be proportionate to the electrical
capacity of the active material. This is assured in the " Blot "
Accumulator by the " shuttle " which forms the core of each
coil of ribbon, such shuttle varying in thickness and consequent
conductivity in accordance with the surface, size, and thickness
of the ribbons themselves. The core of this shuttle is soldered
electrically to the frame, thus connecting the active material
with both, and ensuring a proper electrical contact of all the
lead ribbons.
The rigorous tests which this accumulator have undergone
have proved, beyond a doubt, their extraordinary durability,
even at high rates of charge and discharge. Positive plates
which have been in constant use during two years, and for
which the current has been taken at the rate of 2^ amperes per
pound, sh >w no signs of deterioration. We have such a plate
on the table bafore us, guaranteed to have been in use two
years, and if we scratch the surface it will be seen that the
surface only is attacked, the lead underneath having remained
absolutely in its metallic state. With elements of such con-
struction, moreover, it is possible, after a number of years' use,
to reverse the polarity and use the plates to the last,
In conclusion, it may be stated that Mr. Preeoe, in his report,
says :— " We have obtained 127 ampere hours per kilogram of
plate j. It acts under heavy rates, discharges in a superior
manner, and it seems to be admirably adapted for traction
purposes, as well as for electric lighting. The ampere-hour
efficiency is 8S per cent., and the Watt-hour efficiency 76 per
cent. at. ths normal rate of discharge." Mr. T. Parker, of
Wolverhampton, a recognised authority, declares that the
Hlorage capacity of the " Blot" is the highest for its weight. It
can be charged without injury in a very short time, and the
energy is available at a great rate of discharge without damage.
He adds : — " I have examined cells that had been in use for
two and a half years ; ther-; was no buckling ; the cell had
given no trouble or loss by internal short-circuiting. There is
l>ositive prospect that their small depreciation, when working,
will produce a new era in the use of accumulators."
The engravings which illustrate this article fully show the
details of the construction of the battery ami its finished
DOINGS OF PUBLIC COMPANIES.
appearance.
"*f**"*i^*»*W»^**'«^»*'»»»#^'X**^W«
Liverpool Police and Automotors.
Return of British Motor Syndicate Subscriptions.
We understand that it is an unquestionable fact that some of
the subscriptions to the British Motor Syndicate issue are
being returneJ. Inquiries addressed to brokers show that iu
cases where sufficient pressure has b;en put upon the promoters,
subscribers of £3 each for the shares have been able to obtaiu
the return of their money.
Iv a report to the Watch Committee on motor-cars and light
street locomotives, the Assistant Head Constable of Tiiverpool
suggests that eight miles an hour should be fixed as the maximum
speed, that there should be no restrictions on their use in streets
along the docks, but that they should not be allowed to cross the
city except during such hours of the night as the Committee might ,
fix. With regard to the scheme which is on foot to establish a
line of locomotives for traction on the road between Liverpool
and Manchester, to which we referred in our last issue, the |
Assistant Head Constable underst inds that the present intention
is to use three wagons with each locomotive ; this traffic, j
therefore, would not be subject to the Act of last year, which i
only allows one wagon, but would be Mibject to the Acts 24 and I
25, 28 and 29, and 41 and 42 Vict., under which the local |
authority has power to make regulations as to route and hours, j
Sour of the members of this Syndicate visited Coventry on
Thursday last, and inspected some of the works there under the
guidance of Mr. H. J. Lawson. Some speeches were made at
a luncheon and informal meeting which took place later, but
nothing of much importance with reference to the recent issue
transpired. Many prophecies were made as to the profits to be
gained in the future ; threats were hurled at those concerned
in rival patents ; but no reference was made to dissatisfied
applicants for allotments, and to the efforts which are beiug
made to secure a return of the capital subscrilted.
Our contemporary, the Pall MM Gazette — which took a
prominent part in exposing the worthlessnoss of the master
patents which were offered to the public — recently had the
following note on the subject : — " We have little patience with
those who were foolish enough to subscribe to the British Motor
Syndicate issue ; but still, the less trouble they have iu getting
their money back the more shall we be pleased. ' In a recent
issue of your pvp3r,' writes one of them to-day from the
North, 'you stated that the Syndicate was, under pressure,
returning the money to some of the allottees, and as I am an
unfortunate victim, I should esteem it a great kindness if you
■would give me information as to how I might recover the money
already paid to the Syndicate's bankers.' Such letters a3 thesr,
of course, suggest the need of organisation. Communications
we have received thow that while some have obtained the return
of their money, others are moving for it through their individual
solicitors. Might we suggest that it would save much time,
trouble, and expense if the subscribers acted collectively instead
of individually ? Perhaps one of the firms of solicitors or one
of the shareholders who are acting would be willing to step
forward with name and address, that a nucleus for joint action
might be formed." We have also received innumerable letters
on the same subject, and of much the same tenour ; our advice
has been of similar purport to that given by the Pall Mall, and
we are veiy pleased to note that a combination of clients and
solicitors has taken place.
New Issues.
Steel Wkldless Fittings for Motor-Cars, Cycles, &c.
The Standard Weldless Tube and Cycle Components (Ltd.)
(Chillingworth's Patents), is an important undertaking which
has just been formed with a capital of £160,000, divided into
£ I ordinary shares, for the purpose of purchasing the Standard
Tube Company, of Birmingham, iocludiug all the freehold
works, land, machinery, tools, &c, as well as additional
machinery necessary to increase the output of weldless steel
tubing up to 5,000,000 feet per annum, and to acquire Chilling-
wonh's Patents, the adoption of which, it is claimed, will create
a revolution in the manufacture of fittings for motor-cars,
cycles, engines, &c. These fittings are stronger and lighter
than those put together with the ordinary fittings now used.
By Chillingworth's process sockets of all sizes and shapes can
be forced outwards by pressure from the inside of tubing in
a manner previously impracticable, thereby effecting a great
saving in price, time, labour, and material, whilst in the pro-
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167
doction of weldless motor-car and cycle steel fittings the
saving is eveu greater, whilst the fittings are absolutely reliable.
Already a very large sale of these tubes has been effected in
Germany, &c.,and the Board of Directors, which is a very strong
one, certainly appear to be fully justified in their anticipations
of profits set forth in the prospectus which is now placed
before the public A practical demonstration was given on
Wednesday last of these remarkable patents, and we notice
that Mr. A. G. S. Manning (late engineer to the East and
West India Dock Company;, and Mr. F. R. £. Liebenrood,
after inspecting the Chillingworth process, have agreed to join
the Board on behalf of the vendors. A deserved feature is
made of the fact that there are no preference, deferred, or
founders' shares, and consequently the value and profit derived
from the purchase and taking over of the property will accrue
entirely to the ordinary shareholders from the first. Emphati-
cally favourable reports upon the patents are given by Mr.
Fletcher Moulton, Q.C., Mr. T. M. Goodeve, and Messrs.
Brewer aud Sou, and any profits arising from the rs-sale of
the foreign patents, subsidiary companies, licenses to work, &c,
will go to swell the profits for the ordinary shareholders. The
directors propose setting aside £30,000 for working capital, and
the service i of Mr. Lewis, the present manager of the Standard
Tube Works, have been secured for a period of five years. The
offices of the Company are 7, Philpot Lane, E.G. Specimens of
the fittings manufactured by this process can be seen at the
Works, Wharf Street, Aston, Birmingham ; 2, Cherry Street,
Birmingham ; 7, Philpot Lane, E.C. ; and at 76, Queen Victoria
Street, London, E.C. Subscriptions (2«. 6d. per share on appli-
cation) will be received by Parr's Bank, Limited, 77, Lombard
Street, E.C , and the Birmingham District and Counties
Banking Company (Limited', Colmore Row, Birmingham, and
their respective branches, where prospectuses can also be
obtained.
New Companies Registered.
— « —
"L'uicr tliin heading, we'intend in future giving a full list of any
new Companies registered which take power to make, deal, or
become interested in any manner in automotor vehicles. Where
detailed particulars are not given under this heading we shall be
p'eased to reply to inquiries through the " Answers to
Correspondents" column. All communications should be
addressed to the Editor. The only stipulation which we make
is that where the inquiry involves a search of the records at
Somerset House — as in the case "f information on the subject
of. the holdings of shareholders — a p latal order must be
enclosed to cover the Government stamp of one shilling which
is cliarged before a search is allowed to be made]
Cycle Electric Lamp Co. (Limited), Man-
chester...
Cycle Steel and Sorew Co. (Limited), Bir-
mingham
" D B " Spoke Co. (Limited), Warwick
E. and H. Hora (Limited)
Electrical Traffic Syndicate (Limited)
Garrison Cycle Co. (Limited), Heywood
Girling Cycle and Motor Car Co. (Limite 1),
Brighton
Globe Venture Syndicate (Limited)
Goy and Co. (Withers and Chandler)
(Limited)
Great Yarmouth aud District Tramways
(Limited)
. Harris's Patent Record Gear (Limited)
Hob&rt, Bird, and Co. (Limited), Coventry ...
Joslins (Limited), Colchester
Marks' Hub Syndicate (Limited)
Millet's Patent Motor-Wheel Co. (Limited) ...
New Motive Power Syndicate (Limited)
New Traffic Syndicate (Limited)
Northway Cycle Co. (Limited)
Capital.
£
30,000
5,000
5,030
25,000
1,000
10,000
20,000
100,000
35,000
1,000
120,000
25,000
50,000
2,000
100,000
15,000
12,000
5,000
Pedersen's Cycle Frame (Limited)
Ra/lan Cycle and Anti-Friction Ball Co.
(Limited), Birmingham
South Wales Motor Car and Cycle Co.
(Limited), CarditT
Star Cycle Co. (Limitrd), Wolverhampton ....
Surrey Tyre (Limited)
T. D. Oliver and Co. (Limited), Newcastle ....
Velodrome Co. (Limited)
W. A. Lloyd's Cycle Fittings (Limited),
Birmingham
Capital.
£
250,000
120,000
5,000
120,000
2,000
10,0! 0
30,000
40,000
,»W*^*N*W>*»i*%»Wfc^^l»X*V»>*»ii»*
CORRESPONDENCE.
*#* We do not hold oursdves responsible for opinion* expressed by
oar Correspondents.
%• The name and address of th' writer (not ntcessarUti for publica-
tion) MUST in all eases accompany letters intend d for insertion,
or co itaining queries.
"AUTOMOTOR" AS A TITLE.
To the Editor of The Actomotob and Horseless Vehicle
Journal.
Dear Sir, — It is with much pleasure I see we now have a
journal devoted entirely to horseless vehicular traffic, and one
which I sincerely hops will make a point of disseminating
information in regard to the subject in a totally unbiassed
manner.
Please forgive me for taking exception to the title you have
chosen. In the first place, it 'sounds very much like the name
cf an existing paper if the syllable be read backwards; and
secondly, the word " Automotor," to my mind, conveys nothing
in connection with either vehicles or locomotion, seeing that a
stationary steam-engine, for example, might lie accurately
classed as an " automotor." I would, therefore, suggest that,
before it is too late, you should strike out this unnecessary
word from your pronoun, and let it l>e simply The Horseless
VEmcLE Journal. — Faithfully yours, Alfd. R. Sknnf.tt.
Putney, Dec. 10M.
PNEUMATIC TYRES.
To the Editor of The Actjmotor and Horseless Vehicle
Journal.
Dear Sir,- -When reading your journal for December I was
much interested in an article re " Pneumatic Tyres," and the
practical remarks therein slated by Professor H. S. Hele-Shaw.
His views seem to be on the same line of thought an mine. A
theory which I have for the easy running of the pneumatic tyre
is that, when the wheel with its load is being driven or drawn
on the ground, the tyre is depressed at the point of contact with
the ground (slightly forward of the centre of the wheel), which
causes the air to rush round the wheel until it comes to the
point of contact at the other side of the wheel or tyre, and the
air being under compression, it has a tendency to give the wheel
a lift : thus the weight is helping the wheel forward ; for you
will see from the above description that the centre of the axle
lias a tendency to be forward of the centre of the periphery.
This principle is demonstrated in a spring wheel, which you
will see on a prospectus that I enclose. You will see from this
that when the wheel is pushed or drawn the springs give way,
letting the axle take a forward position as to the periphery of
the wheel : thus the weight i* again helping the machine
forward. These wheels run with remarkable ease, going over
obstacles with great fat ility. It is through noticing the above
facts that I have taken out a patent for an improved wheel,
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THE AUTOMOTOR AND HORSELESS VESICLE JOVRNAL. [Jaki-ahy, 1897.
which I consider will supersede two previous ones. I form
a hubless wheel, and by suitable arrangements I secure a
smaller wheel within the hubless wheel. By this arrangement
I come to the rolling principle which the Professor speaks of.
When the wheel meets an obstruction it simply rolls over it
without being jerked over. By my principle you will sse that
I get a forward centre when the wheel is driven forward which
helps the machine along, and a backward centre when the nower
is reversed, thns acting as a brake. This wheel is applicable to
any kind of vehicle, and can have any kind of tyre on either of
the wheels. The wheel really goes over a brick with as ensy a
motion as a boat over a wave, and really easier than a pneumatic
tyre. That is what all riderssay who have ridden it. — I am, &c,
VV. P. W. Weather ill.
33, Beech Street, Manchester.
MOTOR VEHICLES FOR SEVENOAKS.
To the Editor of The Automotor and Horssless Vehicle
Journal.
Sir,— That charmingly-situated, health-giving town on an
eminence, with its (roughly speaking) 23 miles of exceptionally
well-kept roads has very poor communication, so far as loco"-
motion upon them is concerned, for its 8,3tX> inhabitants, let
alone for visitors by rail to the pleasant town, or for those
who come to see one of the finest old residences in England.
I knew Sevenoaks when the population was much less, but was
served a great deal better, the London, Chatham, ami Dover
Railway Company connecting their station and the town with a
two-horse omnibus. We also had a good service of trains con-
necting the two railway stations for the charge of \d. per
passenger. The line is still there, but the train service has
teen allowed to cease, and in its place we have the Company's
'bus, which only makes four journeys each way for the charge
of 6c/., which is far too high for the middle class. No doubt
the great cost attendant upou keeping horses deterred anyone
from placing omnibuses on our roads, but now the new Act,
which came into operation at the end of 1896, finds the meaus to
overcome that difficulty. I trust we shall soon see some
enterprising gentleman form a "Sevenoaks Motor Syndicate,"
and commence by placing two "electrical" cars on" the two
principal roads, both to start early in the morning from the
Royal Oak Hotel. "A" car to proceed down the London
Road to the South Eastern Railway Station, thence to the
London, Chatham, and Dover Station, and up St. John's Hill
through High Street to the Royal Oak Hotel. " B " car should
proceed through the High Street down St. John's Hill to the
London, Chatham, and Dover Railway, thence to the South
Eastern Railway, and back to the Royal Oak Hotel by the
London Road. I would suggest that the journeys be made
continuous throughout the day, thus affording good communica-
tion to the inhabitants as well as to railway passengers. Those
who take this matter up, if it is well managed, popular fared being
charged, and quarterly or yearly tickets issued at moderate
rates, will not only reap a good profit from their undertaking,
but will confer a boon upon visitors and the inhabitants
generally, and will also materially enhance the welfare of the
town of Sevenoaks. Albert Bath.
MASTER PATENTS.
To the Elitor of TnE Automotor and Horseless Vehicle
Journal.
?l.R,.—l11 a letter "" tlle 8U,,Ject of the patents owned by the
British Motor Syndicate published in one of votir contemporaries
recently, Mr. Walter Rowbotham writes :— '"Now, it is possible
to vaporise them'' (heavy hydrocarbons) "bv a body in the
cylinder heated by means of electricity, and tlius the danger of
fire or of flame blowing out is obviated, and the engine is'njady
for starting in a few seconds. I ask you if you do not consider
this a master patent, and if you do not think there is as much
distinction between this method of vaporising and that of
using an outside flame, as between the Otto and the other makes
of gas-engine ? "
Mr. Rowbotham doe3 not state to what particular patent lie
refers, but it is certain that the British Motor Syndicate owns
no master patent fjr the method of vaporising hydrocarbons
which he describes. The method of vaporising heavy hydro-
carbons by means of an electric heating resistance, so that the
resulting vapour may be ignited and burned, was published in
several technical journals about 10 or 1 1 years ago (I have not
my references by nie as I write, and so cannot give exact dates),
and was patented about 11 or 12 years ago. It does not follow,
however, because the Syndicate referred to does not own a
master patent for this method, that it does not own valuable
subsidiary patents. That may, or may not, be the case.
J. G. Lorrain.
LIGHT v. HEAVY OILS AS EXPLOSIVES.
To the Edtior of The Automotor and Horseless Vehicle
Journal.
Sir, — I have noticed in several papers paragraphs about
motor-cars firing themselves. I should like to point out that
this arises from the fact that the said cars derive their motive
power from the use of the light hydrocarbons, such as benzine,
petrol, or naphtha, which vaporise at a very low temperature
and ignite on the appearance of a light. If a heavy hydrocarbon
were used this would not take place, as that grade oil needs
considerable heat to effect its vaporisation, and is nothing like
so inflammable .as the lighter one. But for this very reason,
and also on account of the smell and smoke given off from the
heavy grade, these dangerous hydrocarbons are preferred.
Now, by the letters lately appearing in so many papers, people
are led to believe that, the Otto cycle patent having expired,
there are no patents of value to be obtained for motor-car
engines, thus implying that the said engines are practically
perfect. If this is so, why do not makers produce their cars
free from the need of water, free from vibratiou, free from
smell, and, last but not least, free from the danger of firing!
That they have not done so is clearly evidenced by the occur-
rences of "a few days ago, which, I expect, wHl be pretty frequent
while people use these dangerous light oils.
I should like to inform you that the heavy grade oils can
be used, aud there are patented methods of vaporising them
without using any outside heat, the vaporisation Wing effected
in the interior of the cylinder without the aid of flame. There
are also patents for anti-vibration, for practically avoidiug smell
and vapour, when a heavy grade oil is used, and for dispensing
with water for cooling purposes, though, as you state in your
issue of the 16th inst, these are not in the possession of the
British Motor Syndicate.
A motor-car built on the lines I have indicated would be
comfortable and quite safe, and so would rapidly become
popular.— Yours faithfully, Walter Rowbotham.
27, Vittoria Street, Birmingham, Ike. 31*;.
SELF-PROPELLING TRAFFIC.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Dear Sir,— 1 have watched with the deepest interest the turn
matters have taken in regard to this important subject, which,
if properly handled, may be made at no remote date to consti-
tute au industry of great magnitude and of national importance.
Those who have not especially studied it appear to be under the
erroneous impression — possibly from the fact of the newest
form of motor- vehicle having been introduced from the Con-
tinent— that the subject is new to our country. This, however,
is far from being the fact, for at one time we led in this branch,
and indeed at the commencement of this century we in England
were quite as far advanced, at least in regard to the heavier
type of self-propelling vehicle, as are our Continental friends
to-dav.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
169
In 1831 steam stage-coaches were runuing regularly, punctu-
ally, and satisfactorily between the towns of Cheltenham and
Gloucester, giving great satisfaction to passengers, and con-
veying them at a cheaper rate than the horse-drawn stage-
coaches- of the time. In 1846 steam stage-coaches were running
every hour between St. George's Square, Glasgow, and Paisley ;
these being so well patronised that they were almost always
overcrowded, and had to be supplemented by a kind of trailing
dog-cart, conveying six persons in addition to the 20 passengers
— sometimes, it is averred, overcrowded up to 40— carried on
the coach. Further developments in both cases were put a stop
to by the antagonistic and short-sighted policy pursued by the
road trustees, who caused ridges of stones 18 inches in depth
to be placed across the roads for the purpose of impeding the
progress of the mechanically-propelled coaches to such an extent
indeed as to render the roads impassable to horse-drawn traffic,
the latter being compelled to make a detour during the preva-
lence of this unpatriotic and un-English mode of opposition.
Sufficient time, however, had been given to unequivocally
demonstrate the unqualified success of the innovation, with the
result that owners of landed estates, farmers, and others
interested in horse-flesh began to take alarm at the probable
effect developments in that mode of terrestrial travel and trans-
port might have upon their individual interests, and they in
turn began to offer the greatest possible opposition in their
power. This opposition unhappily was rendered but too
effectual through their obtaining the passing of most iniquitous
highway bills, by which mechanically-propelled vehicles weve
taxed so highly in their running on turnpike roads as to render
their earnings unremunerative ; such tolls, indeed, amounting
in some instances to as many pounds for steam-carriages as
shillings were charged for horse-drawn vehicles.
The effect of all this was to nip in the bud, so far as rural
highways were concerned, the industry which we to-day are re-
inaugurating. In towns the onerous restrictions weighed less
heavily, and in 1832 we had in London a line of steam
omnibuses plying regularly and satisfactorily between Pad-
dington and the Bank, whereby it was proved that— even with
the comparatively primitive steam-engine then available — an
expenditure of but 14 lbs. of coke per mile was all that was
necessary to propel an omnibus containing some 20 passengers,
and weighing some 2J to 3 tons, notwithstanding the fact that
Pentonville Hill had to be negotiated on each journey.
About this time occurred the historical event known as the
" railway mania," this having the effect of completely diverting
public attention from this mode of locomotion to that by means
of locomotives on smooth rails. Sufficient, however, has been
done to demonstrate great economical aud other advantages to
be inherent to horseless road locomotion. Nothing more of
public importance could be done during the existence of the
legislative restrictions, and it is indeed remarkable to trace what
an immense amount of work and individual experimenting has
been done in our own country since that time by engineers and
inventors, who knew that their efforts could not result in any
public benelit unless the then existing laws were altered.
Horseless road locomotion was therefore exiled from our
shores aud, driven from their native land, more than one of our
English-built self-propelling carriages— half a century since —
sought asylum in foreign lands. One emigrated to the
"States," another made peregrination* in Brussels, whilst
another disported itself upon the boulevards of Paris, the
patent for which, indeed, was purchased by a French Company
for in less a sum than £16,000, quite a refreshing fact to
• ontemplate in these days of the wholesale purchase of foreign
patents.
Happily, to-day our highways are once again thrown open to
self-propellin? traffic, but, unfortunately, during the "close
time" an eutirely new profession has sprung up— that of the
Company promoter — and in this case it has suited the pockets
and convenience of tlu-se gentlemen to induce the public to
believe that not only were the vehicles themselves exiled from
our country, but with them went all the engineering talent,
ability, perseverance, energy, and invention of which it would
appear we have beeu foolish enough to assume our own country
may have reason to be proud. Now we are invited by heads of
this novel profession to pay very large sums of money for patents
(sic) relating to what they are pleased to call " motor-cars " —
vehicles which do not in any way appeal to English tastes or
play their r6le in anything like a satisfactory manner, being,
indeed, entirely devoid of that degree of luxury which has
come to be identified with the productions of the British
carriage manufacturer.
Upon the Continent — due in a large measure to the establish-
ment of a large and influential " Automobile Club " — the subject
of horseless road locomotion has been viewed more or less from
the point of view of sport, and the attention of the French
engineer and carriage-builder has been directed almost ex-
clusively to the production of light self-propelling road vehicles,
possessing the sole merit of being able to travel at a high rate of
speed, such, as — very properly — is not permitted in our own
country.
In Great Britain, unfortunately, we have been very slow to
appreciate the advantages of good roads and proper travelling
equipages. Long after the art of coach building had in other
countries attained to a considerable degree of perfection, we
were still travelling by saddle, transporting by pack-mule, and
wading shoulder-deep in almost impassable highway?. Both
roads aud vehicles have been steadily improved since the day ,
when Walter Rippon constructed the first coach in this country
— the one built for Queen " Bess " — until to-day we possess u
system of highways extendiug to no less than 140,000 miles,
excellently constructed and efficiently maintained, as well as
equipages of all kinds, which reflect the greatest credit upon
the coach-builder, and a breed of horses of which our country
may be justly proud. In the face of this, and the fact that we
are a horse-loving race, 1 think no good case has been made out
for their substitution by the so-called " motor-car," or light self-
propelling horseless carriage ; therefore our Continental friends,
confining themselves as they have to this class of traffic, have
not advanced matters for us in the least degree, except in the
notable instance of the Serpollet inexplosible steam generator
and its application to mechanically-propelled road vehicles,
in connection with which M. Serpollet's energy and ability in
surmounting a difficulty once inherent to the employment of
steam, and his recent very successful adaptation of liquid fuel,
is worthy of the highest commendation.
There is, however, a Ride to the horseless road-locomotion
movement which should be fraught with the greatest advantage
to our country, and that is the mechanical road-transport of
goods and the public conveyance of passengers Occupying the
first position in this relation undoubtedly is the adaptation of
mechanical road transport to the exigencies of modern agricul-
ture, then to pas?enger transport by means of omnibuses — with
the horse-drawn prototype of which our streets have now become
so inconveniently over-crowded— and lastly, but of vast import-
ance, the delivery of all kinds of goods, not only by forwarding
.txtnis, but by all classes of our tradesmen. For such work,
with the exception of the very lightest type of trade deliver/
cart, there can be no shadow of doubt that the most suitable
motive power we possess to-day is steam, and after that, for
urban service, electricity. In regard to these, the engineers of
this country certainly require no extraneous assistance, either
from the Continent or elsewhere, and my great wish in craving
space in your columns is to draw public attention to this fact.
With regard to petroleum motors, undoubtedly there is a vast
field in store for these in connection with the lighter types of
vehicle so soon us they shall have sufficiently developed as to
become apposite for fulfilling the conditions required of them in
this relation, and in regard to which English engineers, now
that there are excellent prospects of an ample return for their
labours, are now making steady progress.
We have in our own country engineering works of vast extent,
most perfect organisation, and successful working, as the high
class of the products turned out serve to show. We have also
carriage-builders of eminence who can hold their own against
loreign competitors. All that is wanted is the friendly co-opera-
tion and the taking of energetic measures on the part of English
engineers and coach-builders, to bring about the much-desired
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[jAHfrABT, 189T.
change in our modes of road locomotion of the heavieror mercantile
type. In my position as Hon. Executive Commissioner of the
International Carriage Exhibition recently held at the Crystal
Palace, I had the great advantage of conversations with each type
of manufacturer, and I saw the paramount necessity for this
co-operation, and I further ventured to suggest a scheme by which
it could be fulfilled, and which has been received in a very gratify-
ing manner by those interested. It is that neither carriage-
builders nor engineers should construct self-propelling vehicles
outright, for neither are fitted for such woi k, but that the vehicles
should be designed in such a manner that the portions properly
appertaining to each class of manufacturer should be kept
distinct. This is quite a simple matter if the vehicles be
designed on common-sense principles, namely, if the body be
kept quite distinct from the under-frame, as in the construction
of railway coaches. This being done there is nothing to prevent
our engineers from making their under-frames complete with
their motors in large quantities, turned out to gauge and
template, with the maximum of economy, whilst, on toe other
hand, our carriage-builders would have nothing new to trouble
themselves with, but would be kept busy in utilising their great
experience in the construction of bodies, comprising elegance,
comfort, and high quality of workmanship and finish. In this
relation it is really amusing to contrast even the latest Conti-
nental production with the earliest of our own. Take for example
the steam stage-coaches, referred to as having ran between
Glasgow and Paisley, and which were designed by the eminent
engineer, Scott Russell, who built the "Great Eastern" steam-
ship. These carriages were most elaborately fitted up and
decorated, carried 20 passeugers, had the body quite distinct
from the under-frames, and were slung on elastic and highly
efficient C springs. In the modern Continental petroleum-
carriage, which has been brought to us with such a vociferous
flourish of trumpets by the Company promoter, all these common-
sense arrangements have been forgotten with the result that it
is the most uncomfortable of vehicles, its vibration is almost
intolerable, its noise most aggravating, and its odoriferous
exhalations most offensive ; for these great advantages (sir) the
British public are paying vast t urns of money.
Allow me to make the following suggestion, which, if acted
upon, I feel confident would have a most beneficial effect, not
only in expediting the introduction of a more efficient and more
economical mode of common road locomotion, but also upon
the engineering, carriage manufacturing, and cognate industries
of our country, namely, that an " Association," for the purpose
of assisting in the development and exploitation of self-pro-
pelling vehicles of British design and workmanship, should be
formed ; the work of such Association to consist principally in
the getting out of designs in fulfilment of the undoubtedly
existing requirements of the Agriculturist, the Carrier, the
Tradesman, the Cabman, the Omnibus proprietor, &c, &c.
Manufacturing engineers, coach-builders, and allied trades
would, of course, participate in such an association, the machinery
and mechanical arrangements of such vehicles being constructed
by existing British engineering firms, whilst the bodies and
general coach-building would be carried out in the manufactories
of British coach-builders, or, as the President of the British
Institute of Carriage Manufacturers recently and wittily put
it — the coach-builders would furnish elegant bodies, and the
engineers motor souls. The Association should be possessed of
a suitable staff and show-rooms for the permanent exhibition of
British-built vehicles, as a set-off against what would soon be
seen to be the second-rate productions of foreign desigu, and
manufacturers would be spared the great expense and labour of
getting out and pushing their own designs, whilst undue com-
petition would be avoided.
It is scarcely necessary to point out — for this lias already
been done by experts in the columns of many newspapers —
that the claim set up by a certain Company, or Companies, as
to the holding of mnxter patents, cannot for one moment be
maintained. It is not necessary to hold a masttr patent or,
indeed, auy kind of patent, for the purpose of building self-
propelling vehicles of all kinds ; but during development
undoubtedly such novel devices and expedients would be
evolved as would constitute subject matter for Her Majesty's
patent, and thus a Company commencing to-day, without the
payment of a single penny for patents, would find itself in a
year or so in quite as strong a position in this regard as those
having paid many thousands of pounds for patents, which, as
an eminent authority has pointed out, are practically valueless.
Permit me to say that I have discussed this scheme with the
leading members of both the carriage-building and engineering
trades, and, further, that I am in a position to state that the
operation of such a concern could be carried on under the super-
vision and advice of the most eminent authorities representative
of both industries, and strangely enough it could begin its
operations with a bundle of orders from its very inception.
Were such an arrangement carried out, I sin convinced it would
be to the great advantage of the engineering and carriage-
building industries of this country, whilst the consumer would
be most materially benefited, for how could Compauiea, whose
shareholders have speut, or wasted, vast sums of money in the
purchase of patents, possibly compete with existing firms already
in a high degree of organisation, and who would not have to
set apart any percentage whatever for money thus sunken ?
With apologies for the length of my letter.
Faithfully yours,
Alfred R. Sekkett, A.M.I.C.E.,
M.I.M.E., M.I.E.E.
Institution of Civil Engineers,
Westminster. S.W. Dec. 8tk, 1896.
A RUN IN A PEUGEOT CARRIAGE.
To tie Elitor of The Aotomotor and Horseless Vehicle
JOURNAL.
Sir,— It may interest you to know that I made a satisfactory
journey in my Peugeot carriage just before Christmas, from
London to my home, four miles beyond Monmouth.
Perhaps a rough description of the vehicle, a photograph
of which appeared in your December issue, would not be out
of place. It was built by "La Soci6te Anonyme des Auto-
mobiles Peugeot," of Paris, and is of the phaeton type, to seat
four, all facing forward ; it is fitted with a detachable canopy,
which has leather blinds to unroll at the sides when necessary,
and a' glass window in front ; the wheels are built on cycle liDes,
with steel tensional spokes, solid rubber tyres, and ball bearings
The motor is an inverted Daimler, developing 3f horse-power.
The carriage is geared for four speeds forward and one back-
wards. The fuel is of course the ususl rectified petroleum or
petrol, and is stored in a main tank containing sufficient for
a run of 90 or 100 miles ; from this tank it is fed automatically
into a Phenix float-feed carburettor, where the petrol is
vaporised and mixed with air, ready to do its work behind
the pistons when ignited by the usual platinum ignition tubes.
The cooling water is circulated by means of & rotary pump.
The steering is actuated by a handle-bar, and is so arranged
that each wheel turns on its own pivot, and the angle of
turning of each is differential. The back wheel* are of course
also able to run each at its own s|teed by means of compen-
sating gear.
To return to the journey alluded to above, we (friend, self,
and luggage) left London (Knightsbridge) at 6.45 a.m., on
Tuesday, 22nd ult., in darkness and fo^, owing to which we had
to proceed rather slowly for some distance, but after we got
out in the country we found the ground hard with frost for
20 miles or so which wa« favourable. 'I he route taken was a*
follows : — Hounslow, Staines, Eglinin, Virginia Water, Reading,
Newbury, Hungerfoid, Swindon.
Owiug to taking wrong routes and ljsing our way we did
not arrive at Purton, five miles beyond Swindon (that night's
destination), till 8.30 p.m. The distance from London to Purton
by the correct route is about 81 uii.'cs, but we must have covered
considerably over that distance.
The next day we were delayed by the non-arrival of our
petrol supply, and, after waiting until 2.30 p.m., had to leave
with a supply of common' benzoline. Passing through Ciren-
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January, 1897.] THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
171
cester, we descended Birdlip Hill (Cotswold) in grand style. It
is very steep and treacherous, nearly two miles in length, with
several sharp curves, renowned for fatal accidents. Stopping
that night at Gloucester, we proceeded the next afternoon
leisurely on to Ross, but we repented our late start, as it became
very dark and rained heavily, and we got some miles out of our
way through being wrongly directed.
Owing to these facts, and difficulties iu getting oil, we did
not leave Ross until 0 p.m., and passed through Monmouth,
arriving home (four miles beyond) about midnight.
Nothing of any importance occurred to the mechanism during
the journey, with the exception of the pump ceasing to act
two or three times near the end, due to mud. Some very steep
hills were ascended with ease.
Had it not been for the long delay at Purton we should
doubtless have had no difficulty in doing the journey comfort-
ably in two days, as we had intended, although we had very
Imd roads and weather all the third day.
I have now done between 600 and 700 miles in this carriage,
including the journey between London and Cambridge four
times (two of which were done before November 14th).
I think this speaks well for the car. — Yours truly,
C. S. Rolls, Mem. S.P.T.A.
South Lodge, Rutland Gate, S.W.
LONDON ELECTRICAL CAB COMPANY.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — We shareholders have just received notice that 10.*. per
share (£1 shares) of the above Company is due on Monday next.
So far, we have not heard of any " trial trips" of these cabs !
Can you explain why all the capital is called lip before one cab is
placed for hire on the streets ? What has become of half our
capital ! Is it not sufficient to complete one cab ? *
Myself and other shareholders will be much obliged for any
information or advice you can give us re this Company. — Yours
faithfully, Shareholder A.
January \4th.
NEW INVENTIONS.
Compiled for"Tm AtrroMoroa and Hobs'bless Vehicle Jocbxal"
by Hkbbebt Haddan and Co., Registered Potent Agents, of
18, Buckingham Street, Strand, W.C., London.
Patents Applied For.
27,354. December 1st, 1896. E. W. Bonson. An improved
electrical switch for power or traction purposes.
27,368. December 2nd, 1896. R Wadsworth. Motor or
self-propelled road or street sweeping, scraping, sanding, and
watering machines, watering vans, and carta,
27,373. December 2nd, 1896. A. J. Wkstlakb. Improve-
ments in motor cycles and vehicles.
27,381. December 2nd, 1896. A. H. Allen. A new or
improved motive power for horseless carriages.
27,423. December 2nd, 1896. W. W. Curties. A variable
speed and reversing contrivance for motor-driven vehicles.
27,538. December 3rd, 1 896. H. C. Cafel and T. Clarkson.
Improvements in or relating to motor-carriages.
27,591. December 3rd, 1896. T. W. Nayler. Improve-
ments relating to gearing for motor-propelled vehicles.
27,603. December 4th, 1896. H. C. L. Holuen. Improve-
ments in the construction of internal combustion engines in
combination with cycles or carriages.
27,696. December 4th, 1896. F. L. Muirhbad, 124, Chancery
Lane. London. Improvements relating to electrically-propelled
vehicles.
27,714. December 5th, 1896. H. Meller and C. A.
Burohaedt. Improvements in the method of driving motor-
cars, motor-carriages, boats, and other vehicles.
27,793. December 6th, 1896. J. A. aud W. D. Drake.
Improvements in driving apparatus for motor-carriages and the
i like.
27,863. December 7th, 1896. W. W. Curties. Improve-
! meats in driving mechanism for steam-propelled vehicles,
i 27,915. December 7th, 1896. C. F. Wood. Improvements
' in mechanically-propelled vehicles.
' 28,128. December 8th, 1896. G. Iden. Improvements iu
! the construction of mechanically-propelled vehicles.
•28,160. December 8th, 1896. J. F. Sleat, H. Skelton, and
I C. Horsley. Improvements in and connected with driving-
gear for velocipedes, motor-cars, and other vehicles.
28,192. December 9th, 1896. H. R. Gillino. Improve-
, ments in and relating to pneumatic springs for cycles,
■ motor-cars, and other vehicles
28,312. December 11th, 1896. J. Hurrock aud D. J.
McDonald. Improvements in and relating to motor-cars.
28,331. December 11th, 1896. E. J. Penninoton. Improve-
ments in starting devices for mechanically-propelled vehicles.
28,407. December 11th, 1896. H. H. Griffin and G.
Gibson. Improvements in self-propelled vehicles.
! 28,474. December 1 2th, 1896. T. Bosher and E. Mountford. '
| Improvements in and relating to motor-carriages.
28,476. December 12th, 1896. J. and R. Burns. Improve-
ments in cycles, motor-cycles, motor-cars, and other vehicles.
28,519. December 14tb, 1896. G. H. Scott and K. H.
Taylor. A method and apparatus for automatically changing
speeds of driving gears for bicycles, tricycles, motor-cars, &c.
28,850. December 15th, 1896. H. Lane. Improvements in
1 the method of and apparatus for applying motive power to
1 vehicles running on ordinary roads.
i 28,866. December 15th, 1896. J. Gbisbnhof. Improve-
ments in steering devices or under-frames for the fore- carnages
i of motor-cars.
28,867. December 15th, 1896. J. Geisenhof. Animprovtd
motor- van.
28,985. December 17th, 1896. C. D. Jenkins. Improve-
ments in and relating to motors for bicycles, tricycles, and other
vehicles.
29,062. December 18th, 1896. J. Favkts. Improvements
in driving gear for cycles, motor-cars, and other road vehicles.
29,126. December 18th, 1896. V. Popp. Improvements in
compressed air locomotive carriages.
I 29,210. December 19th, 1896. A. H. Smith. Improvements
in driving-gear for cycles, motor-cars, and the like.
29,378. December 22nd, 1896. A. G. Adamson and T. Scott.
Improvements in autocars.
29,394. December 22nd, 1896. G. F. Thompson. Improve-
ments in and connested with variable speed mechanism for self-
propelling vehicles and other purposes.
1 29,486. December 22nd, 1896. A.J. Boclt. Improvements
in or relating to road vehicles and motor mechanism for the
■ same. (P. A. Darracq, France.)
29,528. December 23rd, 1896. A. Muskbr and C. Muskkr.
Improvements in or connected with steam generators for
auto-vehicles.
29,635. December 24th, 1896. J. R. K. Law. Improve-
ments in the driving gear of cycles, motor-cars, and other
vehicles.
29,856. December 28th, 1896. W. J. H. Jones. Improve-
ments in motor-propelled vehicles.
29,882. December 29th, 1896. C. Provis. Improvements
! in motor-cars, cycles, and other vehicles driven by electric,
steam, oil, gas, or water power.
2s»,933. December 29th, 1896. The Hon. R. T. D. Brouoham
and W. C. Bersey. Improvements in controlling apparatus for
electrically-propelled vehicles.
30,003. December 30th, 1896. W. Watt. Improvements
in and relating to cycles, motor-cars, and other road vehicles.
tfW^MVWW«WWMWWWV
Motor-Cars. — Caution ! Before purchasing a motor-car, wait
and see the Britannia Company's newly patent id engines',
which require no lamp after starting, and which require no
dangerous essence or spirit. Address, Colchester. No con-
nection with other firms advertising in similar name. [Advt.
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172
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Ja*pabt, 1897.
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
CONTENTS of No. 1.
4
Horseless Carriages.
Steam, Oil, and Electricity as Mot ire Powers.
Doings of Public Companies—
The London Elect! i: Omnibus Company (Limited).
The Pun I op Pneumatic Tyre Company (Limited).
The British Motor-Carriage and Cycle Company
(Limited).
The Great Horseless Carriage Company (Limited1.
New and Mayne (I imi-ed).
The Locomotives on Highways Act, 1896.
Correspondence.
Reviews of Books.
Types of A utomotor Vehicles.
Pneumatic Tyres Fifty Years Ago.
Lischt Hallways.
The "Hornsby-Akroyd" Patent Safety Oil Traction
Engine.
Ourselves.
Sir Pavid Salomons, Bart.
The Royal Agricultural Society's Automotor Com-
pel it ion.
Motor-Car Contests In America.
Notes of the Month.
The Self-PropeHed Traffic Association at Liverpool.
Railway Companies and Level Crossings.
America Ahead of England in Road Traciion.
Electric Omnibuses for f*ondon Streets.
Honeless Ruad locomotion.
New Invenrjons —
Patent* Applied For.
Sp*>cincaii<m» Published.
Continental Notes— The Great Paris-Marseilles Contest.
Some of the Lessons of the Contest.
The Motor-Car Race from Paris to Mantea and Back.
The First Legal Bun of Automotor Cars in England.
Proposed Combination of Light Railway and Electric
Tramway.
CONTENTS of No. 2.
»
The New Motor-Car Regulations.
Agriculturists and the Speed of Automotor?.
Types of Horseless Vehicles.
The London County Council and Motors.
Light Railways.
The Self- Propelled Traffic Asjociat ion— Formation of
a Liverpool Branch.
Motor-Car vcr*v% Light Railway.
Motor-Car Insurance.
Bristol Engineers and Motor Carriages.
Correspondence.
Reviews of Books.
Lutzmann Motor-Can iages.
Business Notes.
Prizes for Motor-Car Designs.
The Bollce Ti icyclc.
The New Regulations as to Motor-Cat liiges.
Liverpool to the Fore,
Wanted— A Word.
" Engineering " and Automotor".
The Britannia Company's Electric System.
The Motor-Car in the Lord Mayor's Show.
London Tramways Purchase.
North Country Farmers and Motor-Cars.
Doings of Public Companies.
Notes of the Month.
Emancipation Day.
French Contest* for 1897.
Answers to Correspondent?.
Law Reports.
Messrs. New and Mayne (I imited),
M»tor-Car Contests in Ame.i.*«.
Quips and Cranks.
Trade Novelties.
1 ne Bersey Carriage.
Mr. Andrew W. Burr.
New Inventions.
CONTENTS of No. 8.
»
Recent Developments in Mechanical Road Carriages.
Public Addresses on Automotor*.
Motor Finance.
Continental Notes.
Notes of the Month.
Law Reports.
Business Notes.
Motor-Car Regulations for Scotland.
Our Horss Population.
Answers to Correspondents.
The British Motor Syndicate (Limited).
Automotor Contest* in 1897.
•' Engineering" and Motor Carriages.
Wanted— a Word.
Pneumatic Tyres for Motor-Carriages.
A Motor- Carriage Wheel.
Taxes on Motor-Carriages.
Edinburgh Coach makers and Mo tor- Cars.
Peugeot Phaeton.
Sir David Salomons and the Self-Propelled Traffic
Association.
"The Engineer" 1,100 Guineas Rna»1 Carriage Com-
petition.
D- ings of Pub.ic Companies.
New Companies Registered.
The Daimler Motor.
44 Automotive " Vehicles.
The Stanley and National Cycle Shows,
A Motor Run t > Liverpool.
Proposed Motor-Carriage and Tramway Combination.
Electric Tramways un Heavy xradiems.
An Electilcal StreeM Uaning Car.
Cycles and Motor-Cars in Paris
The Duryea, Motor— A £o,000 Challenge.
Reviews of Books.
Correspondence .
New Inventions.
Publishers— Messrs. F. King & Co. (Limited), 62, St. Martin's Lane, London, W.C.
THIS
is the "Facile" Petroleum Oil Motor,
which requires
No spirit or dangerous euenoe.
Mo heating tub*.
No oonatant-burnlnff lamp.
No battery.
All of these are causes of trouble.
SOLE MAKERS:
"FACILE"
CABRIAQB MOTOR.
BRITANNIA
Colchester.
CO.,
No connection with other firms advertising
under similar name.
SITUATIONS WANTED.
— • —
ROLLING STOCK manufacturer's sou, age 26, with engineering
and commercial experience, desires agency for motor-cars in
busy centre. Large connection. Address J. A. II., care of King & Co.,
Limited. 62, St. Martin's-lunc, London, W.C.
ENGINEER, with sound practical experience of high-cla«s engine?,
I and thorough commercial training, having office in Manchester,
is open to take up a good agency for motorcars. Address Lancashire,
care of King ond Co , Limited, 62, St. Martin's-lane.
4 S DRIVER or CONDUCTOR.— Captain of Great Wheel, End's
il Court; take charge of motors. Joseph Banks, 34, Biecr-slrcct,
Wandsworth -bridge-road, Fullmm.
A
S CONDUCTOR.— Thoroughly experienced; good references.
F. Blackwell, 35, Percy-road, Sheph. nl's-bush.
A1
8 DRIVER. — Roger system or Daimler; experienced.
57, Iverson-road, West Hnmpstead, N.VV.
A. J. E.,
A CCUMULATOR CHARGING.— C. H. Cathcart &
■^^ Co., having Plant specially adapted for this purpose, charge Cells of all sizes
promptly, thoroughly, and cheaply. Terms on application. Accumulators on hire
for temporary lighting, experimental uses, etc. — 3, Dorset Buildings, Salisbury
Square. Fleet Si reel, E.C. Telephone No. 65,266.
TT IS WORTH YOUR WHILE TO BUY DIRECT.
■*• THE RELIANCE LUBRICATING OIL COMPANY SUPPLY, ON
APPROVAL, HIGH-CLASS NON-CORROSIVE LUBRICANTS, which,
through the superiority, have the largest sale in the world. Fngine, Cylinder, and
Machinery Oils, njd. ; Special Cylinder Oil. is. «d. ; Special Engine Oil, is. <d. ;
Gas Engine, Dynamo Oils, is. 6d. per gallon ; Special Gasolene, Benzolioe, and
Petroleum, for Motor purposes ; Light Machine Oil. lojd. ; barrels free and carriage
paid.— Reliance Lubrioating Oil Co.. to and »», Water Lane,
Great Tower Street, Iiondon, E.C. Depots at Liverpool, Bristol, Hall,
Cardiff, and Glasgow. Telegrams: "Subastral, London."
CONVERSION OF EVERY DESCRIPTION OF
^-' FITTINGS, MODERN AND ANTIQUE. Antique Candelabra, &c,
adapted to Electric Light in such a manner as to faithfully represent candle*.
Temporary lighting at F&es, Balls, At Homes. Estimates and plans for complete
Electric Light Plants. Motive Power : Steam Engine, Oil Engine, Gas Engine,
or Turbine
CHAMELEON ELECTRIC SIGN.
E. L. Berry, Harrison & Co , Electrical Engineers and Contractors.
Office and Show W*v>m*- I vric Chambe-s. •* hitc mb Street. London, W.C.
Telegraphic Address—" Kathode, London."
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F.BBUART, 1897.1 THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. 173
ARNOLD'S MOTOR CARRIAGE Co.
59, MARK LANE, LONDON, E.C. (east peSS&W, keht.)
These Carriages are now offered for sale m every variety
and description, magnificently made and finished. Up to
1st May, 1896, the firm of Benz & Co. have sold and delivered
600 of these Motor Carriages, which are now running all over
the world.
The Patent Oil Motors are quite silent and do not give
off any heat or smell.
Speed can be obtained from Ten to Fifteen Miles an hour,
Hills of one in ten scaled with ease, and the Carriages and
Wheels are strongly constructed.
The Motive Power is Rectified Petroleum or Benzoline of
the specific gravity of 070, which is easily obtained anywhere,
at about gti. to n</. per gallon, and a two-seated vehicle costs
less than a halfpenny per mile to run. The working is so
simple that any novice can drive the Carriage, and with two
gallons of benzoline 70 to 80 miles can be accomplished.
The Oil Reservoir of the Carriages hold about 5 gallons.
The Speed is controlled and regulated by the driver. The
Carriages are fitted with new Patent Steering Apparatus, and
can be stopped instantly. " BENZ- SOCIABLE. Price 4140 Complete, with Hood, the
There is no light or flame inside the Motor, consequently . . , _. . v _ _ . _ ..,.__ , i«-.„j«„ «,= ♦«„ „.,.♦ f„» „,.„
absolutely no danger of the benzoline catching fire, or, in »ide« of which can b» taken °»t.leaviw »• top part for pro-
windy weather, of Ae lamps being blown out The power is ^^ ftom the 8un '" '*™»*r- Pi"e#d "^ Wheel,>
produced simply by the gas from the benzoline exploding and BftU Beanng., *o. Upholstered to suit Purchasers,
the electric spark in the combustion chamber.
In each Carriage there are two accumulators (2 volts), and each one will last for about 350 miles, so that when one is
discharged, you switch on to the other, and get the discharged one re-charged at the first place where there is electric light.
We guarantee our Carriages to be of good quality and workmanship, and we will make good any defecls in niateriar\>r
workmanship within three months from delivery, with the exception of damage caused through carelessness or rough treatment.
The "IDEAL" Tyre.
PERFECTION RUBBER TYRE.
FOR LIGHT AND -HEAVY VEHICLES.
NOT TO ROLL OUT.
This Over
is no experiment, 36,000 pairs in use
see opposite. in the United States.
We compress the rubber so that, if it is cut, it closes up and no material injury is inflicted, and consequently wears, smooth.
An examination of the Principle of our Tyre convinces you of its superiority over all others.
BOLE MANUFACTURERS FOR THE UNITED KINGDOM:
i in 7 t nnuunnv « & 67, WHARFDALE road,
Ji ffi Ar li UUIWULLTj & ALBION WORKS, KING'S CROSS, LONDON, N.
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174
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [FEBBrAET; 1897.
THE LAMINA ACCUMULATOR.
CA
SfJCCBSS.
CIGARS.
OF ALL
TOBACCONISTS.
Prloe 3d. e*ott.
. Pronounced by
Connoisseurs to be
better than flavannahs.
MEDIUM*
MILD INDIAN
CIGAR. MADE IN
MADRAS. Of exquisitely
Choice flavour and acl ate a oma.
It far the large** sal " of tint cisar in the world,
waid d'lwoC.old M daU. Soldoveivwhe.clntnreciiixc*.
No.1,22*.; No. 2.20a.; Bouqncw.'il-'.pc linn Ired. arrive paidj
samples 4 A 5.1s \\i »t mp»). FlordeDindrailClaaretleiij
all tobacco lent. ** p* 1»>. twelve for K ^
kBb\VLAY& COMPANY (Limited)^
m I o.ter*. *9 and 74 Strand. W.'j ,
ad 148, Ch<T.y«lde. EC. -*
Established in
Hi ■ vear.
17HQ.
II1L/IVIUL.
CIGARS.
SOLD
EVERYWHERE.
Prloe 3d. each.
We are receiviag nnst
gratifying letters from
Customers in praise of
these Cigars.
Sold in Two Sizes— No. 1, 22s. ; Nr. 2 20B. ; Bouquets (Small and Mild) 311. per lOO, Carriage Paid.
Flor OB DlndigUl Cigarettes, 8*. pe. lOO, Carriage Paid. Assortment of all the above in box complete, KS. M., Post Free.
., 49 ft 74, STRAND, W.C., ft 443, CHEAPSIDE, E.C. ""SjtiSSMSS?"*
CA.BI.E88, CAPEL. ck LEOMA.RO, of Hope Cbemloal Wo»ks, sal Pbaros Works, Haoknej Wlok, Lonrton, N.B., speolally dlatU
Petrol, the spirit best adapted for Motors, Motor Carriages, Launches, etc, eto.
Maximum of efficiency and perfect combustion; therefore great economy, and no deposit in cylinders.
CARLESS, CAPEL > LEONARD bare sapatM the abote lor the Daimler Motors (or orer lire yean, aaa gold the highest t»tlm»lala.
THSI ALSO SUPPLY LUBEICATIMO OILS AMD 0KIASE8.
SAMPLES AND
PRICKS ON APPLICATION
TELEGRAMS
• CARLESS. HACKNEY WICK.
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THE AUTOMOTOR
-A.3>rr>
HORSELESS VEHICLE JOURNAL
A RECORD AND REVIEW OF APPLIED AUTO
Circulates amongst Makers and Users of Autocars, Cycles, etc.,
and the Continent.
Vol. I. No. 5.
FEBRUARY 17th, 1897.
CONTENTS.
Beiuine Motor-Cycle
Mechanical Traction of Bond Carriages
An American View of the Future of Motor-Carri iges
Mr. Alexander Henderson
Electri : Tramway Communication
olympio Motor Car Exhibition
The Aberdeen Motor-Cat Deputation
The Biir in« Motor-Can i.ige
Notes of the Month
The r'leuss TubelefH Pneumatic Tyre
A Gospel Motor-Cur
The Wolietejr Auti-Cani ige
Cheap Electricity for Auto.uotors
>tmker'i Motors
Continental Notes
A nswers to Correspondent t
The ShufBiog Ti iexcry of the Bi itlih Motor Syn iicato ...
Mechanical Haulage between Liverpool and Manchester...
Motor-Cars for Dust Collecting
Di ings of Public Companies
Mechanical Haulage on Co mnon Roads
1 he Amei i^an Motor Leuguc
Law Reports
Autocar Competition at the Brussels Kxhfjki-n
The Koucher-Delachuruit Motor-Car. iige
Correspondence
New Inventions
TAOS
175
178
178
179
180
180
181
1»2
18.1
18ft
1*3
18t!
180
187
188
1!)0
131
in2
192
193
196
200
201
202
20:1
203
2lo
BENZINE MOTOR-CYCLE.*
Osb is apt to feel that the railway locomotive is a magazine of
power, an annihilator of distance, an embodiment of energy, and
altogether a marvellous production which commands respect
almost as if it were a thing possessed of life and intelligence.
Recently a locomotive has been devised for the use of the
individual, which is no less interesting than the railway loco-
motive. It combines the peculiarities of the bicycle and
the locomotive, and forms a new species of machine known as
the motor-cycle. The particular machine which we illustrate
was made in Munich, Bavaria. It was used in Geimany by
Mr. Henry .Hirsch, of the Scievtijic American corps, and was
by him brought to this country. It has been run over the
ample floors of this office, much to the interest and amusement
COMOTION.
, the Colonies
rioe Sixpence.
• From the Scientific American.
of the employe* aud visitors who chanced to be prtsent at the
time.
We have made an elaborate set of illustrations on account of
the novelty of the machine, as well as the interest attached to
the motor, aside from its connection with the bicycle.
Fig. 1 is a side view, partly in section. Fig. 2 is an enlarged
perspective view of a portion of one of the cylinders, showing
the valve motion. Fig. 3 is a sectional view of the benzine
reservoir. Fig. 4 is a view of the igniting apparatus, with j>arts
broken away to show the internal construction. Fig. 5 is a
detail view of one of the ignition tubes. Fig. C shows the
valve controller.
The frame of the machine is formed of four parallel tubes,
two upon either side, connected with the main journal boxes of
the rear or drive wheel, and united at their forward ends with
two pairs of oblique tubes connected by cross-bars at the top,
and carrying the steering head, in which is received the shank
of the front fork, as in an ordinary bicycle.
Between the two pairs of horizontal bars are secured two
motor cylinders, formed in one casting, and provided with a
water jacket. The cylinders contain pistons connected by
piston rods with the crank on the main shaft. The bearings
of the crank-pins, as well as the bearings of the main shaft,
are rendered nearly frictionless by the use of balls, as in the
bearings of an ordinary bicycle. The cylinders are single-acting,
and the cranks, which are on opposite sides of the rear wheel,
are parallel, and extend in the same direction. The engines
work on the four-cycle principle, and are so timed as to give
one effective impulse for each revolution of the drive wheel.
Oh the top of the cylinder, above the explosion chamber at
the rear of the piston is a valve-chest, containing two pairs of
poppet-valves, one pair to each cylinder. The valve-chest is
furnished with two separate chambers, one for the supply of
the explosive mixture, the other for the escape of the exhaust,
and the valves are held to their seats by spiral springs sur-
rounding their stems, as shown. The valves which admit; the
explosive mixture are provided with light springs, so that when
the pistons move forward the valves open inward auto-
matically ; but the exhaust valves are furnished with heavier
springs, which hold them to their seats at all times, except
when they are depressed by the valve operating levers, A A'.
Thete levers are made to open their respective valves in
alternation by the peculiar combination of levers shown more
clearly in Fig. 2. Upon the side of the rear or drive wheel
is secured a cum, B, upolt which presses a roller, <i, curried
by the arm, b, jointed to the lower side bar. A rod connected
with the arm, 6, is jointed to one end of the lever, (.', the
opposite end of which carries the hook, I). To the hook, I), is
pivoteil a three-armed lever, E, which is held in f notional con-
tact with the hook by a strong spiral spring.
m 2
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176
TffE AUtOMOTOR AND ItORSELESS VESICLE JOURNAL. [Fbbbuart, 1897.
Pivoted to the top of the cyliuders are two arms, c, c', which
aie pressed towards the centre of the cylinder by springs. The
forward projecting arm of the lever, E, is capable of bearing
against the free end of one or the other of the arms, c, c'. The
shorter arms of the lever, E, are alternately brought into engage-
ment with studs, d, of, projecting frcra the top of the cylinders.
The angled arms, A, A', are pivoted on a rod supported by ears
projecting from the cylinders, and their downwardly projecting
ends are engaged in alternation by the hook, D. This action of
ths exhaust mechanism controls the machine.
The ignition of the charge is effected by heating the nickel
tubes projecting about 2\ inches from the rear ends of the
cylinders into the ignition box. In this box is placed a heating
vapour burner, receiving its vapour from the verticil tube at the
Hide of the box, which contains a wick saturated with benzine
supplied from the reservoir. The tubes extend into a fireclay
chamber, in which are loosely placed three nickel spirals below
the tubes, for distributing and retaiuiug the heat. The heating
through the action of the engine. The tube, t, projects into the
reservoir, and is provided with a hollow spherical lower end iu
which is formed a transverse slot,' In this tube is inserted a
wire or gauze cone connected at the top to the regulating valve,
H, which latter also communicates with an air-supply valve, k.
The regulating valve, which is thin, is arranged to slide over
the opening which communicates through the pipe, I, with the
supply side of the valve casing. The proportion of benzine
vapour and air conveyed to the engine depends upon the position
of the valve, H, and this is regulated by the lever, m, pivoted to
the handle bar and connected with the vilve, H, by a rod. The
lever, m, at its free end has a latch which is arranged to pass
under a lug projecting from the handle bar when the valve
is closed, aud when the lever is released to op9ii the valve,
the regulating cone screwing on the end of the lever rests
against a finger projecting from the handle bar, aud serves to
adjust the position of the valve by engagement with the finger
as it is screwed along the threaded end of the lever.
Fio. 1.
burner, arranged iu this way, effectively heats both nickel tubes,
thus insuring prompt and regular explosions. The ignition tube
is provided at its inner end with a flange which is clamped in
j dace by a yoke, shown iu Fig. 5. The lower oblique tube on
one side of the machine conveys air to the burner, and the
oblique tube on the other side serves as a chimney for carrying
the products of combustion from the burner. These tubes
terminate iu a comparted hood, F.
The benzine is contained in the reservoir, Q, supported by the
oblique tubes at the front of the machine. This reservoir is
connected directly by the small pipe, e, with the burner which
heats the ignition tube. In the top of the reservoir, Q, is
inserted a screw-capped filling tube,/, the lower end of which
is covered with wire gauze. To the top is attached a screw-
capped nipple, g, through which extends a wire having on its
lower end a cork float, by means of which the depth of the liquid
in the reservoir is ascertained.
A conical air supply tube, h, projects into the reservoir, and is
provided at the top with a hood through which air enter* into
the reservoir. This hood is furnished with a check-valve which
keeps the tube closed except when a partial vacuum is formed
The exhaust escaping through the exhaust valve is taken to
a hood, I, made in the form of a hollow quarter-cylinder,
which is divided into two compartments by a perforated curved
partition. The exhaust pipe enters into the smaller compart-
ment, and the larger compartment is filled with asbestos cord.
The convex surface of the hood, I, is perforated. The asbestos
cord serves as a muffler, which deadens the noise of the exhaust.
Over the drive wheel is supported a curved water tank, which
is connected with the water jacket surrounding the cylinders,
and the circulation of water serves to prevent the overheating
of the cylinders. Strong elastic bands are connected with the
connecting rod and with an arm mounted on a rock-shaft at
the top of the cylinder. These elastic bands may be put under
tension to assist in starting by means of a screw at the top
of the frame, which is operated by a crank and mitre gear.
The oil for the lubrication of the cylinders is contained in the
upper oblique tube of the frame, and is fed to the cylinders by
a sight feed, o.
To start the nntor-cycle, the reservoir, G, is partly filled
with benzine or gasoline ; the dour at the back of the ignition
b.»x is opened, and the burner for heating the ignition tube is
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F.BBUAM, 1897. THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
177
started by giving it a preliminary heating by means of an
alcohol torch. As the door at the rear of the ignition box
the tubes are red. hot the valve, H, is opened, the rubber bands
are pat under tension and the machine is moved forward by the
operator until an explosion occurs, when he mounts the machine
and proceeds on his way. The proportion of the supply of air
charged with petroleum vapour and pure air is regulated by the
Fig. 2.
Fig. 4.
valve, H. By manipulating the cone on the lever, in, the supply
of explosive mixture, and, consequently, the speed of the
machine, is regulated. When the machine is fairly under way,
the tension of the rubber bands is released.
Fig. 5.
The action of the machine is as follows : — The forward motion
of the piston draws in the explosive mixture through the valve,
II, as already described. On its return, it compresses the
explosive mixture in the explosion chamber behind the piston,
F.G. 3.
is'opened for this purpose, the air supply pipe is closed auto-
matically by mews of a connection with the rear door. When
and a portion of the mixture is forced into the hot tube, win re
it is ignited, forcing the piston outwardly, giving the propelling
impulse. The return stroke of the piston expels the products
of combustion through the exhaust valve, which is opened l>y
the cam, B, at the proper moment through the agency of the
M .'}
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17S
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. Fbbruabt, 1897.]
roller, a, and the hook, D,as already described, and the cylinders
operate in alternation, thereby giving one effective impulse for
each revolution of the drive wheel. To stop the machine, it is
only necessary to clo3e the valve, H, and apply the brake in the
usual way.
The engine cylinders are 3 »x inches in diameter, with a stroke
of 4J inches. The supply and exhaust valve apertures are
i inch diameter. The b3nzine reservoir is 13 inches long and
7i inches in diameter. The driving wheel is 22 inches in
diameter, and the guiding wheel is 26 inches in diameter. The
pneumatic tyres are made specia'ly large and heavy to support
the weight of the machine and rider. The tread of the machine
is 4 feet ; weight when in running order, 1 15 lbs. The reservoir
contains a supply of benzine sufficient for a run of 12 hours.
The machine is able to run at a sp»ed of from three to 24 mile*
per hour.
MECHANICAL TRACTION OF ROAD
CARRIAGES.
This, the fourth and last of the series of Arnold Lectures for
the present session, was delivered by Mr. James W. Thomson
to a large audieuce, in the Gymnasium of Gordon's College,
Glasgow,ou the 30th ult. Ex-Baillie Kemp, one of the Governors, ;
presided. The subject was dealt with under three heads —steam, i
oil, and electric power. At the outset, a description was given >
of a steam van recently constructed by the Thornycroft Steam ,
Carriage and Van Company, Chiswick, London, as illustra'ed by
The Autosjotor and Horsklbss Vehicle Journal. The van
weighs, with its boiler — which is of the vertical water-tube
type — motor, and accessories, some 3'J cwts., aud has a carrying
capacity of one ton. The Serpollet system of steam-car propul-
sion was then dealt with, and by means of a number of sectional
diagrams the principle of the invention explained. The boiler
is constructed of steel tubes of a concave form, which are very
thick compared with their aperture, which is only a thin slit
curved to follow the section of the tube. The slits vary in
width from js iuch in the smaller sizes to | inch iu the larger
tubes. The tubes are brought to a red heat, and a hand-pump
is used to inject into them a small quantity of water, which it
instantaneously turned into steam. On its passage through the
upper tubes the steam becomes super-heated, and is delivered
to the motor in this state, thus effecting economy in working.
The motor now begins to work, and operates an automatic feed-
pump, which delivers a constaut supply of water to the boiler,
no further attention being required by the driver. The speed
of the engine, and therefore of the vehicle, is controlled by
regulating the amount of water injected into the boiler, so that
steam sufficient for the registered speed only is supplied. This
is effected by means of a three-way valve placed between the
feed-pump and the boiler. At full speed the valve is turned
into a position allowing all the water from the pump into the
boiler. When a lower rate of speed is required, part of the
water from the pump is intercepted by the valve and returned
to the feed supply tank ; aud when required to stop the car,
the valve is adjusted so that all the water is intercepted
and returned to the tank. No more steam being generated,
the engine ceases to work, and the car comes to a standstill.
A variety of views were shown of carriages and vans fitted
with Serpollet generators. Attention was next given to oil-
driven vehicles, the lecturer describing very fully the principle
aud construction of the Daimler motor, which, he stated, is
that at present used by the bulk of the Continental motor-
carriage builders. Oil engines, it was pointed out, differed only
iu detail, the principle being the gasification of petroleum, the
vapour being mixed with air forms an explosive gas, which
is ignited in the motor-cylinders, the force of the explosion
driving forward the piston aud operating the crank through
the connecting rods. Sectional drawings and views of carriages,
for pleasure and business purposes, fitted with oil motors, were
projected on the screen, and the main features explained, as
were also drawings and views of electrically-driven vehicles.
In this connection the Btorage battery was explained, as being.
the maiu s mrce of p >wer iu electric carriages. A very fine
specimen of the coach builder's art was shown in a Victoria, just
completed by Messrs. Thrupp and Maberly, Loudon, for the
Queen, from the designs of a Spanish electrical engineer.
Information is meantime being withheld as to the nature of
the elements of the primary dry battery, with which the
carriage is fitted, the bare state uent being made that the
battery complete weighed only 2 cwts., and has a capacity aud
output to give a speed of 10 miles an hour for a period of
60 hours without requiring to be recharged. The recharging
is also said to be easily and cheaply accomplished. If the state-
ment furnished is realised a revolution in the use of electrically-
driven carriages is bound to follow. The lecturer concluded by
referring to the change of the conditions affecting motor-car
traffic by the Act that came into force on November 14th last.
The removal of restrictions should encourage a demand for
•elf-propelled vehicles, and greater efforts on the part of
carriage-builders and engineers to produce carriages of con-
venient and attractive design, and motors aud driving-gear
which can be manipulated and controlled with a minimum of
skilled attention. An enthusiastic vote of thanks was accorded
to M'". Thomson.
AN AMERICAN VIEW OF THE FUTURE
OF MOTOR-CARRIAGES.
As our cousins in the United States have had a considerably
longer experience of the agricultural uses to which motor-
wagons can be put, the following views, adopted by their
experts, from a leading contemporary will doubtless be of
"There are two different wayaof looking at motor-carriages—
the business way and the pleasurable way. For the moment, at
all events, it is the former that seems to have the greater future
before it Notwithstanding the immense extens:on of railways,
there are still large tracts of country in which the sound of the
passing engine is either not heard at all, or heard but very
faintly! The slow-moving wagon is still the only means of
carrying goods to market. Here, if there be anything in
vendors' assurances, is a field for the new industry which can be
worked with great profit. Every kind of agricultural produce
will be heaped upon motor-wagons, and that large item in the
cost of farming which is concerned with the management and
ore of horses will be suppressed. The motor-wagon, or the
motor which is t<> draw the wagon, will be loaded as opportunity
offers, and then will start for the distant town or station with
no more outlay in labour than the wages of the man who sees
that the power, whatever it is, is in working order, aud that the
machine itself is under proper guidance.
" But what is really wanted in many parts of the country is a
co-operative motor— a motor which shall go about the villages
aud pick up a wagon here and a cart there, and so put large
farmers and small farmers on a level in regard to the carriage
of their goods. That this is impossible now we can quite see,
but it may not be always impossible. It may not, that is, be
bevond the power of science to devise a kind of vehicle, or a
mode of coupling vehicles together, which shall make it safe to
attach many to the same motor, even on an ordinary road.
There will be abundant stimulus to the ingenuity of inventors
in the large profits that might be made by anyone who can put
an end to what is for the moment an insuperable difficulty."
The Automotor and Horseless Vehicle Journal Diarv
contains over 100 pages of information. Price 6d. ; post free,
Id., of Messrs. F. King and Co., 62, St. Martiu's Lane, London,
W.C. S=-e it for all the leadiug types of Motor-Carriages.
Mr. W. Worby Beaumont has issued a notification that his
civil and mechauic.U engineering practice, in favour of which
he has resigned his editorial connection with The Enyinetr,
will now receive Ire undivided attention at 222, Straud,
, London, W.C.
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.•Fotbuaby, 1897.] .1HE AUTQMOTOR AND HOUSELESS VEHICLE JOURNAL.
179
sowed brains and con-
scientious labour ; they reap a golden harvest to-day. Their
carriages, combining the best points of London and Parisian
vehicles, and this combination improved not a little by the
technical skill and artistic tastes of the brothers, are models
of serviceableness and beauty. Orders come to the firm from
all parts of the world ; the "Heir apparent," Prince of Wales,
added his patronage. Medals and diplomas, more than we
have space to inventory, were awarded in various exhibitions.
The extensive show-rooms at the corner of St. Vincent Street
and Bothwell Circus, and the manufactory and principal show-
rooms in North Street, where over a hundred workmen are
employed, are well worthy of a visit.
Mr. Alexander Henderson is an honorary member of
of the principal cities ? "
" It will be a long time before we see them largely used
in our streets, at any rate as pleasure carriages. They may
be more fully adopted for traction or commercial purposes, and
the relieving of horses of their heavier burdens."
"Are the carriage-builders perfectly ready and willing to
co-operate with engineers in evolving the carriage of the
future ("
" I think the carriage-builders are perfectly willing to
co-operate with the engineers in evolving the carriage of the
future. We should all aim at improvement and develop-
ment."
to tee i
Do you like the present Continental types, or do you expect
ee an ejitirelv novel departure made tor this special purpose '.''
M 4
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180
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Fbbruaby, 1807.
" I think perhaps the present Continental types, that of the
phaetons, have been selected for their adaptability for the
motors in use there. The same types of carriages have not
l>een in much favour in this country for many years. I would
like to see a novel departure made for this special purpose,
as it would foster and emulate original research ; something
light, graceful, and easy, the tout ensemble of which will be
l>eautiful and artistic."
" Have you yet built or used a motor-carriage ? "
"Our tirm made the steam-carriage in 1872 for the late
Mr. Charles Randolph, of Glasgow, the eminent engineer and
shipbuilder, which was exhibited in the Crystal Palace at the
last exhibition."
Thanking Mr. Henderson for his courtesy, our representative
requested a photo of Mr. Randolph's carriage for reproduction,
and the same appears below.
*M^M^MAMM^M^^^W^^^W^
ELECTRIC TRAMWAYS COMMUNICA-
TION.
the electric tramway line at Hartlepool, recently inspected by
the lecturer, who remarked that there ought to be in tramways
of similar design and construction, extended, it might be, to at
least a light goods as well as a passenger traffic, a solution of
the question under consideration.
A discussion followed the reading of the paper, and Mr. Bigley
was thanked for having contributed it.
OLYMPIA MOTOR-CAR EXHIBITION.
Thk members of the Liverpool Engineering Society held a
meeting at the Royal Institution in Colquitt Street on the
1st inst., Mr. S. B. Cottrell presiding, the principal business
Thb International Cycling and Motor Exhibition Company are
opening an exhibition at Olympia, Kensington, on Saturday next,
February 2 >th, and the management, we understand, are making
every effort to make this the largest and finest exhibition that
has yet been carried out. This bjing their first start, we trust
that all those interested in the future of the motor-car industry
will come forward to help make the exhibition a fully represen-
tative one, so as to include all types of vehicles and motors,
together with accessories up to date. This magnificent buildintr
is certainly one of the most suitable places in London which could
be selected for an exhibition of this nature, as the enormous size
should give ample scope for testing the vehicles in motion, and
its central position and the great facility with which it can be
II it. Randolph's Stkam (.'auhiaje.
being the reading of a paper by Mr. T. M. Bigley, on the subject
of " Electric Tramways to Connect Towns with Ne:g!ibouring
Districts."
Mr. Biqlet said that it would be worth while, he thought,
to consider the subject of how to establish a more up-to date
system of communication between towns and outlying districts
which are at present connected only by the ordinary roads.
There were many such districts throughout the country, not
sufficiently busy, it might be, to attract or need a costly railway,
and which could not be so conveniently served by the recently-
styled light railway, which would be well suited by and afford
a remunerative amount of traffic for an electric tramway laid
along the high road. There was a pretty general belief that
electricity was the "coming" motive power that would meet
this want. In other countries it had already efficiently supplied it,
and as there were very good roads in many of our country districts^
should not a combination of these two facts suggest a practical
means of bringing about the desired end J Mr. Bigley then, in
an interesting manner, referred to the electric tramways already
established in Great Britain, and to their adoption on the Con-
tinent and in North America. Special allusion was made to
reached from all parts should give it every opportunity of being
a success from a commercial point of view. It is proposed to
hold a series of grand bicycle races, and to have other entertain-
ments, &c, to attract the people. The management is in the
hands of Mr. Wallace Jones, and the Secretary is Mr. Cuthbert
F. Griffin. To those who are interested practically in motor-cars,
&c, who have not already secured spaces in the building, we
would suggest that they should at once communicate with the
management with a view to exhibiting vehicles, &c, as we are
pleased to learn that the whole exhibition is in the hands of
entirely independent gentlemen, whose great endeavour will be
to place every type of vehicle and motor upon an equal footing,
and give the best opportunities for testing the merits and
examining into the details of the various claims of inventors,
carriage-builders, &c.
All interested in automotors should join the Self-Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.C.— ;Adyt.)
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F«BBirARY, 1897.] THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
181
THE ABERDEEN MOTOR-CAR DEPUTATION.
The links and Paries Committee of the Aberdeen Town Council
met on the 27th ult., under the presidency of Mr. Wilkie. The
report of the njotor-car deputation, whose doings in London
were fully reported in our last issue, was 'accepted, and the
deputation thanked for their diligence. It was agreed to take
no action in the matter meantime.
The report is as follows :— In submitting their report your
deputation, hare to state that it is not their intention to deal
with every kind of motor vehicle in the market. They have
confined their investigations mainly to the question of the
practicability of 'applying self-propelling power to a heavy
vehicle, such as would be required by the Links and Parks ]
Committee as a conveyance to and from the beach. Your
deputation have had opportunity of inquiring into the various
possibilities for this purpose of oil, electricity, and steam, and of
in amiD degree gauging their possibilities for the future, and i
they are pleased to be able to lay before the committee definite
views us to which of these motive powers is best suited for the
kiud of vehicle referred to.
Oil Motors.
Tin Daimler Company, whbh deals in oil-motors, was first
visited. This Company is at present devoting all its energies to
the manufacture of small motor-cars, and lias not yet experi-
mented with auything larger than a vehicle to hold three or
four persons. An offer was however made by this Company to '
Mipply an omuibus to hold 20 persons for the sum-of £348, but
healing various opinions from the manager and his atsistant,
your deputation came to the conclusion that the oil-motor in its
present state of development is practically useless for a heavy
omnibus.
Electuicitv.
Your deputation next directe 1 their attention to electricity
as a locomotive power, and, along with Mr. Oeorgeson, of
Mr. J. T. Clark's Coachbuildiug Works, Aberdeen, visited
Messrs. White, Jacoby, and Co., electrical and mechanical
engineers, Blenheim Place, Camden Town. One of the chief i
objections to the electric motor-car is the great weight of the
necessary acjumulators. The firm of Messrs. White, Jacoby, I
ami Co. are at present endeavouring to remove this ditti- |
culty, and are the inventors of the lightest accumulators now
in the market ; but your deputation were disappointed to find
that an omnibus to hold 20 persons, even although fitted with
this accumulator, would weigh over four tons. The expense of
such an omnibus would also be very great. The battery would
cost about £120, and the cells are expensive and require frequent
renewing. In view of this, and the still greater objection that
it takes one hour to charge the accumulators for a three hours'
run, your deputation were forced to the further conclusion that
electricity is also at present impracticable These conclusions |
were confirmed by a visit to Messrs. Julius Harvey and Co., !
Queen Victoria Street, a firm which is connected with all the
important motor-carriage builders in Britain and on the Con-
tinent. The representative of this firm maintained that steam
is the only motive power which is capable of doing the work
required by such a vehicle, and that there is no immediate
prospect of either oil or electricity taking its place where much
power is required.
Steam.
He referred your deputation to the Serpollet Company as
being able to supply a vehicle to go on rails or road, which
would exactly meet the requirements of the Links and Parks
Committee. Your deputation were informed by Mr. Harding,
of the Serpollet Company, that cars worked on this system
could be seen at Willesden on tramway rails, and that a small
road-car worked on the same principle was also in operation
there. The Serpollet tramway -car as seen at Willesden was a
large vehicle capable of holding 50 persons. The shape was the
same an" that of the ordinary horse tramway-car, and the motor,
being situated beneath, was not visible. The principle of the
Serpollet system has already been given in the public prints,
and the following advantages are claimed for this form of car or
omnibus: — (1) The instantaneous generation of vapour ; (2) the
great elasticity of power, which can be raised in one moment
from 1 horse-power to 20 horse-power ; (3) freedom from all
danger of explosion ; (4) absolute control over both stopping
and starting ; (5) absence of steam, smoke, noise, and vibration ;
(6) the automatic cleansing of the boiler by the rush of vapour ;
(7) great economy over horse traction. With regard to this last,
the cost of running is computed at about half of that where
horses are used.
This kind of car has been used with great success in Paris
during the last two years on rails, but the Company claim that
they are equally adaptable to road and street traffic, and affirm
that they have received an order from the Paris Omnibus
Company for 60 omnibuses to be worked on the same principle.
The small street-car, although not co shajiely a vehicle as the
rail-car, worked admirably, and, from the exceedingly ingenious
construction of the fore-axle, was very easily and quickly
turned. The Serpollet car can be worked anil controlled by an
ordinary intelligent person, and, as has been stated, there is uo
smell, or vibration, or danger of explosion. It is equal to the
electric car, even with a reduced weight of a-cumulators, and
ha3 an immense amount of reserve power for gradients and
increase of speed.
This form of car is also very highly recommended by Sir David
Salomons, one of the highest authorities on the present motor-car
movement, aud a practical engineer himself. This gentleman,
speaking at Liverpool in the month of November, said : —
" My faith more thaii ever is pinned to steam after seeing the
recent carriage of M. Serpollet in Paris. It runs up the
steepest hill as. on level ground. The ride from Paris to
Versailles is very hilly, aud with my carriage (which has an oil
motor), I required an hour aud twenty minutes to make the
journey, but the little Serpollet carriage covered the distance in
somewhat over half an hour, and on the long steep incline it
rushed in front of every other vehicle, whether motor or hoi-se
drawn. There is not the slightest doubt but that the steam
carriage, as solved by M. Serpollet, is the coming one. The
boiler is small, non-explosive, and self-cleansing. The burner has
nothing in it to get out of order, and the power given off is
enormous compared with the size and weight of the vehicle.
Sixteen English miles can be covered with this carriage easily
per hour." Sir David Salomons further says : --" I have
expressed myself very strongly that steam, and steam alone,
will be the motive power of the future for self-propelled traffic.
I feel confident that within a short time nine out of evciy ten
motor vehicles will be constructed with steam motors."
After such an expression of opinion by so eminent and dis-
interested an authority as Sir David Salomons, and from what
your deputation were able to see for themselves at Willesden
and elsewhere, they have no hesitation in saying that the
Serpollet car is the only thing in the market, or likely to be in
the market for some time, which would suit the requirements of
the Links and Parks Committee for the conveyance of passengers
to and from the sea beach. Since your deputation returned,
they have been in correspondence with Messrs. Julius Harvey
and Co., with the view of obtaining from the Serpollet
Company a price for supplying an omnibus. From the
information received your deputation believe that a Serpollet
omnibus, to hold frcm 20 to 30 persons, will cost from £600 to
£700. The French makers, however, are so full of work they
cannot supply England, and the English Company have not yet
completed their own manufacturing aiTangements. Under these
circumstances, your deputation beg to recommend that the
Council should defer giving any order until matters are further
developed, as they believe that better terms will be got iu a
short time, when the Serpollet English factory is iu ojieration.
■»^**W\yw^»*W**,N*».i»»*W**V***i»
The Automotor axd Horseless Vehicle Joir.nal Diary
coutains over 100 pages of information. Price (k/. ; post free,
Id., of Messrs. F. King and Co., 62, St. Martin's Lane, London.
W,C, See it for all the leading types of Motor-Carriages,
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182
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Fbbbijaw, 1897.
THE STIRLING MOTOR-CARRIAQE.
This vehicle, which we illustrate herewith, has attracted great
attention during the present month in Glasgow, where the public
have been treated to a practical demonstration of its capabilities,
aud the amount of interest and enthusiasm aroused has been
enormous. Messrs. J. and C. Stirling, of Glasgow, the builders,
are to be congratulated on the unqualified success of the trial
runs of their first car. The car left the carriage works for its
first run on Saturday morning, the 6th instant, and a corre-
spondent writes us as follows on the way it performed : —
Proceeding along C'adzow Street, it was turned into Quarry
Street to test its hill climbing qualities. This gradient was
surmounted at the rate of six to eight miles an hour. The car
then proceeded vid Duke Street to Larkhall and Stonehouse.
All the hills were taken at the same rate, including the long
steep ascent out of Larkhall. On the return journey, in running
fast downhill, the capabilities of the stopping and starting
consumpt ceases the moment the car is stopped. The cost
works out at about one halfpenny per mile, which on a
run to Glasgow and back, carrying four to six persons,
would cost something under threepence per head. For
those who have not seen this carriage, we are able to furnish-
them with a brief description of it. The car is built to seat
four persons on two seats, both looking forward, somewhat on
the lines of a mail or Stanhope phaeton, the back seat being
slightly raised in order that the view may not be obstructed by
the persons occupying the seat in front. The bodyis varnished
natural walnut, and the wheels and under carriage painted
vermillion, with black Hues. The car is driven T>y a two-
cylinder Daimler oil motor, carried in a neat casing in front of
the dash-board. It has now been demonstrated that the motor-
car is a thoroughly practical vehicle, and it is only a matter of
time when it will come into regular and general use. A very
important point, and one which will interest all who contemplate
acquiring motor-cars for trade purposes, is that the method on
which Messrs. Stirlings' motor-cars are constructed admits of
interchangeable bodies, so that the owner of a motor-vau
arrangements were fully tested, when it was found that
the car at all times was nnder the absolute control of the
driver. The brake gear is so perfect and complete that
at any time the car can be brought to a standstill within
a few yards. On Monday, over frozen roads, the car was
driven vid fiothwell and Uddingston to Glasgow, reaching the
city under the hour, where it proceeded along Argyle Street,
Union Street, Renfield Street, Sauchiehall Street, Bothwell
Street, to the Central Station, Gordon Street, Buchanan Street,
Jamaica Street, Eglinton Street, Cumberland Street, ud Stock-
well to Argyle Street, then back to Buchanan Street vid Queen
Street aud St. Vincent Place, returning to Hamilton by Ruther-
glen and Cambuslang. Its behaviour in the thick of the traffic
was perfect — stopping, starting, and reversing at the will of the
driver. On Tuesday, several parties of local ladies and gentle-
men iuterested in the uew mode of locomotion were driven
round the district, including a climb into Motherwell. All
were delighted with the ease, comfort, and safety with which the
car could be manipulated under all conditions. With regard to
the cost of running the car, it may be slated that the fuel con-
sumed is exactly in proportion to the work done, and the
may in a few minutes convert it into a comfortable pleasure
carriage.
We understand Messrs. Stirling are at present engaged ou
new designs for light, handy motor-cars to seat two persons,
fitted with bicycle wheels and pneumatic tyres, for which there
is certain to spring up a very great demaud. At their receut
exhibition a very neat design for parcel-delivery van was shown,
and they hope shortly to have in hand a serviceable wagonette
to carry eight persons. Messrs Stirling are to be congratulated
on their enterprise and foresight in taking up a new industry
which must ere long rival and surpass in importance the vast
cycle trade. We believe the firm have recently been approached
by several Glasgow capitalists with the view of acquiring their
business and the benefits of certain advantageous working
arrangements with the leading motor manufacturers in England
which the firm have secured, in order to at once develop the
business on a scale commensurate with its importance, and at
the same time maintain the premier position in Scotland which
the firm has already attained. Should the proposal be accepted,
a very rapid development of the new industry is certain to take
place, and employment found for a large number of hands.
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FBBarABT, 1897.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
183
NOTES OF THE MONTH.
The abandonment of the North-Eastern Railway Com-
pany's scheme for a proposed railway between Cramlington
and Blyth was a sore disappointment to the local public.
But, failing to secure the needed assistance in that direc-
tion, a new scheme has been formulated by Mr. Mark
Doney, of Shankhouse, the object of which is to secure
improved communication between the town of Blyth and
the outlying districts. The advent of the motor-car opens
oat a means by which the residents in the Cramlington
and Shankhouse localities may more conveniently connect
themselves with the world outside their own immediate
district.
*
A capital exhibition of autocars was held last week at
the Waverley Market, Edinburgh, when the vehicles
exhibited — most of which have been illustrated in these
columns — attracted a very large number of visitors.
Mb. Wobdie, of the firm of Messrs. Wordie and Co.,
of Dundee, made merry one evening recently with his
employes over the threatened advent of the motor, and
stated that "several times he had told his Dundee
employes, in a jocular way, that they would be able
to do away with horses, that the carter would walk into
the office and get his box of electric energy for 10, 15,
or 20 miles, that he would then screw it on to his cai"t,
turn a handle, and drive away. He did not think there
was any probability of such a thing coming to pass in
their day. But the motor-car had been developed, and
would stay, although whether it would be a success was
quite a different matter." The reform may not come
in the way Mr. Wordie has sketched — bnt it is not safe
for him to prophesy as to the ultimate result.
We are favoured with the compliments of the British
Electric Traction Company, and a pamphlet on various
methods of tramway working, having special reference
to electric traction. We refer to it here because the
overhead system of the distribution of electrical energy
is fully described, and the system is given the testimonial
of being superior to any other " for simplicity of operation,
cheapness of construction, flexibility in adaption, and
reliability in service." American and Continental com-
panies have the credit of having carried the system
through its experimental stages, and upon it is worked
quite 95 per cent, of the world's electric tramway mileage.
The percentage is doubtless correot; but the British
public will be long before they adopt the hideous ugliness
and great dangers to life which are involved in overhead
electrical systems.
»—
Military men are discussing very seriously the possible
uses in war of the motor-car. In a modern battle it
might well seem to ba as much out of place as Queen
Boadicea's scythed chariots, but it might be made useful
as a kind of movable hospital and for the conveyance
of the wounded to the rear. Armour-plated and furnished
with Maxims or other light and quick-firing guns, the
car might conceivably be used to charge an enemy. Caran
d'Ache several months ago made what he calls " Auto-
mobilism in War" a subject of one of his caricatures.
He imagines an automatic clockwork soldier running on
wheels, and serving the double purpose of a stalking-
horse and carrier of soldiers' kits. The military motor-
car would furnish equally good material for the carica-
turist, but the idea of using it as a moving fort is not
wholly absurd. Indeed, according to the Army and Navy
Gazette, some prominent military officers are of opinion
that the motor-car, when perfected, is destined to be to
the army what the torpedo-boat is to the navy.
An exhibition of motor-cars and cycles was, during
last mont h, conducted in two of the showrooms of Messrs.
J. and C. Stirling, coachbuilders, Hamilton, the proceeds
being in aid of the funds of the Orphan Homes of Scotland.
Considekaole speculation has been aroused by the
i registration of a limited company, entitled the " Maxim
' Motor Company (Limited)," with a total capital of £7.
| We are not aware whether the whole of this amount of
i capital is " called " or not, or whether any portion of it is
held in reserve. Inasmuch, however, as the " Company"
' has been formed to adopt an agreement between Mr. H.
1 Maxim and the " Company," and, as amongst its pro-
1 fessed objects is stated to be the manufacture of " flying
machines," many people have not unnaturally jumped
at the conclusion that Mr. Hiram S. Maxim is associated
with this somewhat curious enterprise. We are, however,
able to state, on the authority of a letter which we have
received from Mr. Hiram S. Maxim, that he has nothing
l whatever to do with the matter. The Mr. " H." Maxim
I referred to is Mr. Hudson Maxim, a very different person.
It is, of course, a matter of common knowledge that
Mr. Hiram S. Maxim has been for some time engaged
at the Maxim-Nordenfelt guns and ammunition works
in the designing and construction of several types of light
motors ; and the step which has been taken in registering
the title of the Company referred to is obviously an
unscrupulous attempt to gain possession of a name which
it is judged would be an attractive one to the investing
public. Mr. Maxim has, we understand, placed the
matter in the hands of his solicitor, though we very
much doubt that he will be able to obtain any legal
redress for having been forestalled in such a manner.
The Electricity Committee of the St. Pancras Vestry,
considering the probable extensive demand for current
to charge the accumulators for motor vehicles, hold that
every facility should be granted to encourage this class
of consumer, having regard to the fact that the charging
would be carried out during the hours the central stations
were running on a light load. Subject to special regula-
tions as to the hours of charging, they have fixed the
price for charging accumulators at 2d. per unit.
At a public meeting in the Wedncsbury Town Hall,
on the 3rd iust , the Mayor presiding, a resolution was
passed, on the motion of the Mayor, seconded by the
ex-Mayor, sanctioning the decision of the Town Council
to oppose in Parliament tho Birmingham, Wolverhampton,
and District Tramways Bill, 1897.
v i
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184
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Febbuabt, ik»7.
Mr Albubt ScAkFK, of High Street, Colchester, arranged
lost month a novel method of helpiug that deserving
institution, the Essex and Colchester Hospital. He placed
at the service of all comers a handsome brougham motor-
car, on the condition that not less than sixpence was con-
tributed to the hospital. The secretary of the institution
(Mr. C. E. Bland) arranged that one of his assistants
should be in attendance with a box to collect the money,
and the result was a considerable sum was collected in
aid of a worthy cause.
Mks„ Wood, the proprietress of some factory buildings
near Mitcham Common, who died last week, had a great
taste for inventing. One of her latest ideas was the
invention of a motor-horse, which could be attached to
any car. Mrs. Wood had had several models prepared,
bnt the work was not completed before her death. Wo
gave a description of this motor in our December issue.
As there has been some discussion recently as to
municipalising the tramways, it is of interest to note
what a vast enterprise tramways have become in the
United Kingdom, which originally was very slow to take
tlie movement up, and gave George Francis Train, the
inventor of tramways, but a cool reception when he came
from America to England to try and introduce the new
system of street locomotion. A Parliamentary Return
jnst issued shows that the authorised capital of all the
tramway companies in the United Kingdom amounts to
over £18,000,000, and of this nearly £14,000,000 of
eipital is for English and Welsh companies. The paid-
up capital, however, is only £14,157,354 for the United
Kingdom, and £11,160,108 for England and Wales. The
total capital expended during the year was £11,742,204,
as compared with £11.685,355 in the preceding year.
The total for the United Kingdom was £15,195,99.*,
against £14,956,343. The length of line open for public
traffic in the United Kingdom was 1,009 miles, an increase
of 27 miles on the preceding year.
At the February meeting of the Warwickshire County
Council that body had under discussion the question of
enforcing the law regulating the use of light locomotives
on highways. The Earl of Warwick said he had written
Mr. Henry Chaplin asking if it was possible to make any
alterations in thj present regulations. The President
of the Board of Agriculture had replied that it was not
desirable to make any alterations so soon, but at the
same time was good enough to say the matter should be
taken into consideration. Although the police had regula-
tions under which to work, it was almost impossible for
them to arrest the driver of a car going at the rata of
some 20 miles an hour. Mr. Vero urged that it would
be most unwise for the Council to try and fetter the
great motor-car industry. The Marquis of Hertford said
the Committee thought it would be unwise to attempt
nny private legislation on their part at present. If they
found the cars become dangerous it would then be time
enough for the Committee to iutorfcre, and ask the
Conncil to take stops to make more stringent bye-laws.
The recommendation, of ..the Committee to enforce the
1 iw regulating the use of light locomotives ou. highways
was adopted.
In another column we give a full report of the Aberdeen
motor-car deputation's report to the Town Council ; and
a copy of this having been sent to Sir David Salomons,
he has written the local authorities a letter, in which he
gives some valuable information as to how a 'bus on the
Serpollet system could be got up within a reasonable
time and at a rensonable cost. He is very pronounced as
to the superiority of the Serpollet motor over the other
motors now in the market. Although wedded to elec-
tricity himself, he says he cannot recommend it in the
meantime. Councillor Wilkie, who is the principal mover
in the matter, is continuing his inquiries in regard to
motor-cars, ond he expects to be able shortly to lay before
the Links and Parks Committee several proposals sup-
ported by high engineering authorities.
When we have tramcars running to the Pyramids we
may look for football in the Holy Land. The concession
of the Egyptian Government permitting the Cairo Tram-
way Company to lay a line of rails to the Pyramids seems
to shake the dust of sanctity from the associations which
have always surrounded these famous monuments of long
departed ages. Imagine the shock which the antiquary,
with a mind filled with the traditions of Egyptian Kings,
must feel when he reads, " All the way to the Pyramids
and back, Id." Truly civilisation has much to answer for.
Thk eleventh oi-diuary general meeting of the Accriug-
ton Corporation Steam Tramways Company was held at
the Victoria Restaurant, Accrington, on the 5th. The
Chairman, in moving the adoption of the report, said ho
was glad to meet the shareholders under such, favourable
circumstances. The dividend had been honestly earned,
and the Company was now in a sound condition. In the
future they could look forward to a dividend of 6 per
cent, on preference and ordinary shares. Mr. Riley
seconded the motion, and the report was adopted. An
interim dividend of 6 per cent, on preference and ordinary
shares was declared, and a suggestion was made that the
dividends of ordinary shareholders should bo reduced
from 8 per cent, to 6 per cent.
The report of the directors of the Blackburn Corpora-
tion Tramways Company (Limited), submitted to the
shareholders at an extraordinary general meeting of the
Company held on the 11th inst., states that the past
half-year, as compared with the corresponding half-year
ending December 31st, 1895, shows au increase in the
gross revenue balance of £232 3s. 47. ; whilst, taking the
whole year, 1896 shows a total iucrease over 1895 of
£508 lis. M. The net balance of £2,026 10*. 6d. is
sufficient to pay a dividend at the rate of 6 per cent,
per annum to preference and 4 per cent, per annum to
ordinary shareholders. According to the decision of the
shareholders in December' last, the directors have made
an arrangement with the Corporation for electric traction
on Preston Road and Wittou sections, all the terms of
which, with the exception of one or two matters of detail,
have been settled, and the agreement is expected to bo
ready for completion at an early date.
Sin David Salomon*, Bart., will read a paper before
the Society qf Arts on .Wednesday,. May 12th, on "Motor
Traffic : Technical Considerations." •
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Fkjiiu'abt, 1897.]
THE AUTOMOTVli AND HORSELESS VEHICLE JOURNAL.
185
THE FLEUSS
TUBELESS
TYRE.
PNEUMATIC
Wk give herewith a couple of engravings showing the construc-
tion of this tyre, which has rapidly taken its place amongst the
lead ing makes, and bids fair to outstrip most of them iu popularity.
It is succeeding on its merits, as it is very simple, easily repaired,
aud comfortable to ride. We have not yet had an opportunity
inestensible edges ; it holds air better than any other tyre which
has an independent air tube : and it does not need a patch to
repair a puncture, a blob of solution is all that is necessary, the
pressure of air from inflation does the rest.
The makers of the tyre are the Tubeless Pneumatic Tyre and
DtTACHED
FOR RCPAiR
of trying the tyre on an nutomotor vehicL-, but hope to be able
to do so shortly, when we will report our opinion. In the
meantime we may state that the following claims made for the
tyre for cycling purposes are completely sustained in practice : —
The tubeless tyre is precisely the same externally as any other
tyre ; it his all the advantage.* of speed attributable to the single
tube without its disadvantages ; it is easier to detach than any
other on the market ; it is the best of all puncture-resisting
IriKLAlED
tyres ; the system of manufacture necessitates automatic sealing
of small punctures from thorns, &c, while there is no additional
weight or thickness added ; it has no air tube to burst or get
pinched between cover and rim, or to be chafed by cover, or
spoke heads and nipples ; it has extensible edges, therefore
works more easily thau any wired-on cover, or cover with
Capon Heaton (Limited), 31, Moor Street, Birmingham. We
append a photograph of Mr. Henry A. Flenss, the inventor of
the tyre, who is a well-known patentee of ice-makiog aud
refrigerating machinery, the tyre business being only a profitable
way of utilising his leisure hour*.
■WVWWV\Ai/W\/W^>WWU«<
A GOSPEL MOTORCAR.
With as Assistant-Preachep. Enoixkkr !
A Baptist chapel in Woolwich is announced for sale, the
advertisement describing it as "suitable for a cycle maker's
establishment and show-rooms." Across the Atlantic the
Baptists have taken time by the forelock and made arrange-
ments whereby they can continue to propagate the Gosjiel
even though their chapels have to lie sold or let to cycle
manufacturers. They have just built what is described as
"the Horseless 'Gospel Wagon," and the originator is the Rev.
I E. E. Knapp, pastor of one of the New York Baptist chapels,
i who is well known in this country in connection with his
I advanced ideas of furthering the doctrines of Christianity.
Mr. Knapp recognises that people will not go t<> chapel, so he
i has decided that the cba]>el should be taken to them. Hence
the Horseless Gospel Wagon, which is propelled by a gasoline
I motor, and will travel at any speed up to 14 miles an hour.
I The frame of the vehicle is naturally rather large. The driver
or engineer sits in front, whilst the minister speaks from his
pulpit iu the middle of the car. Around him are seats for his
choir of 12 ladies and gentlemen. In the rear is fixed a powerful
; organ, which is played by Mrs. Knapp. Mr. Knapp is to In-
assisted in his work by the Rev. Dr. Henry Hudson, who will
also act as assistant engineer. The horseless chapel will travel
throughout New York, stopping outside saloons to enable thi-
tipplers to hear something of the Word of God. During the
winter months a tank of coffee will be kept, and this will br
distributed, together with tracts and hymn-hooks, amongst tin-
crowd around. The car has some lesemblance to the gaudy
wagons connected with travelling circuses, as it is decirated
in such a way as to attract as much attention as possible.
MV<^^W^RI/<^'«/^lf^l^«V'
For the Irish and Scotch Regulations of Motors, see Tuk
AUTOMOTOR AND HoRSF.LKSS VEHICLE DlARY AND I'oCKET-BoOK
for 1897, which contains over 100 pages of information. Price
6rf. ; post free, Id., of Messrs. F. King and Co., <>2, St. Martin's
Lane, London, W.C.
All interested in autoinotors should join the Self-Pro|>ellcd
Traffic Association. Prospectus and full particulars can be
I obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.C.— (Advt.)
N 3
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186
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Fbbruaby, 1897.
THE WOLSELEY AUTO-CARRIAGE.
This carriage, which was exhibited at the National Show, is in
the form of a dogcart, the seats being arranged for two people
back to back. It has three wheels, the one steering wheel in
front being similar to that of a bath chair. The framework
throughout consists of tubes, rendering it vei-v lisrht. and vet
strong,
the seat
panels, a
soaking
Theei
cylinder
a tank u
into the
CHEAP ELECTRICITY FOR AUTO-
MOTORS.
About a year ago, when the electrical engineer to the Brighton
Corporation proposed a certain reduced scale of charges for
electricity supplied for lighting and motive purposes, the
ensineers of various electrical corporations in London wrote long
. Arthur
ndpoint,
1 prices,
electric
>nly has
al profit
district
Electrical
The Wolseley Auto-Carriage.
to fit the hardened steel bushes in the ends of the connecting-
rods.
The differential speed gear is of a new and special design
particulars of which wc may be able to describe in a future
issue, together with a section of the car. The forward and
backward motions, and the application of the brake, are all
worked with one lever, which can be fixed either side of the car.
The firing is effected by an electric spark from a small
accumulator, which is carried in a box in the front footboard.
The engine is made in a very substantial manner, and, being
designed for hard use, has good long bearings, cast steel frame,
&c, and an aluminium bed-plate. All the bearings are fitted
with grease lubricators, which will last for a considerable time
without replenishing. The exhaust discharges on to the ground,
after assisting to cool the water in the tank. One good feature
about the car is the handy way in which the seats, &c, are
arranged to allow of ready examination of the motor and
gearing.
engineers in the employment of private corporations declared
that the proposals of Mr. Wright were financially impossible
and must result in failure. In his report to the Brighton
Corporation, Mr. Wright says : — " The financial success of the
Brighton system of charging, coupled with the fact that some
29 other towns throughout the country have already decided
to adopt it, is strong enough evidence of the commercial
soundness of the principles on which it has been based. From
last year's results we actually find that the only extra cost the
Corporation are now put to in having to continue to supply
electricity, after the plant, &c, has been got ready for the
purpose, amounts to nearly five-eighths of a penny per unit. In
other words, supposing each consumer last year paid the cost of
getting ready the plant, &c, necessary for his wants, amounting
to Id. per lamp per day demanded, and was then charged
for all the electricity consumed at the rate of |rf. per unit,
the result of the year's working would have shown a net
profit of close upon £1,000. As, however, our initial price of Id.
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18?
for the first hour each day does not yet quite cover the cost of
getting ready and running during that hour, there still remains
a loss on the sale of the Id. units, which has obviously been
made up out of the profit arising from the sale of low price units.
Now, if all the unite after the first hour's daily use at Id. were
charged at a penny each, the entire expenditure would be
covered by the revenue. As, however, something undoubtedly
ought to be put aside every year to the contingency' fund, t
strongly recommend you for the present year to fix the charge
for the low price units not at Id, but l$d. This will ensure our
making an adequate net profit, while at the same time it will
give a very considerable impetus to the use of electricity in
private'houses and for motors. This alteration in the tariff will
greatly benefit the general body of ratepayers, who will, through
their district fund, get the electricity consumed by the street
lamps at something under 2rf. per unit instead of at 3§rf. It
will also have the effect of reducing the average price paid by
private houses and shops from about bd. to id. per unit. It
should be borne in mind that a tariff of \\d. after the first hour
will make electricity, if it be used regularly, as economical for
power purposes or for cooking as the average gas-engine or stove.
Such a tariff will enable us to supply motor-car batteries and the
sea shore tramways at an encouraging price. There are probably
some 60 or 70 gas-engines still running in Brighton, and the
many hours these are in use each day make it just as well worth
our while to encourage their substitution by electric motors as
it does for us to cater for the daytime users of artificial light.
I am convinced that the effect of this tariff, which I strongly
advise you to adopt, will considerably reduce our expenses per
unit in supplying electricity to the ratepayers in general, as it
will still further diversify the classes of the consumers supplied,
and thereby spread out over the day the useful duty done by
the plant aad mains."
The committee recommended that the initial charge of Id. per
unit for an average of one hour per lamp per day be continued,
and that the charge for electricity over such average be reduced
from 3d. to l^d. per unit.
In London the charges for electricity vary from 5d. per unit
in St. Pancras, where the municipality has control, to 8a. in the
City, where the supply of current is in the hands of a private
company. The Westminster Electrical Supply Corporation
charge 6d. per unit, and the Metropolitan Company l\d. A
unit, it may be explained, is the quantity of electricity required
to keep a 16 candle-power tamp incandescent for 16 hours. A
representative of The Daily Telegraph has had a conversation
with the secretary of one of the leading electrical com-
panies, and drew his attention to the report of the engineer to
the Brighton Corporation. The official, while very courteous,
declared his inability to accept, on the strength of a newspaper
report, so extraordinary a statement as that electricity could
be supplied at the rate of \\d. per Board of Trade unit. He
pointed out that what is known as the Brighton proposals had
been entirely refuted in a correspondence which took place in
an electrical journal some months ago. The representative, in
reply, pointed to the engineer's report, in which the success was
made quite clear— so much so, that a further reduction was
proposed for the current year. To this the rejoinder was that
it would be impossible to pronounce an opinion on the facte in
the report To a query as to whether the high price of electricity
in London was due to increased cost of production or the desire
to pay a large dividend to shareholders, the reply was that
neither of these factors entered seriously into the matter. The
only thing, therefore, that was made clear is that the inhabitants
of Brighton can have electric light for the price of gas, or about
one-half what it costs the unhappy inhabitant of the metropolis,
who is, of all persons in the United Kingdom, the most dependent
on artificial illumination.
STRAKER'S MOTORS.
♦
Mr. Sidney Straker, of 139, Cannon Street, London, has intro-
duced a variety of oil motors suitable for all descriptions of
motor traffic. We illustrate two of these engines, Fig. 1 repre-
senting a double-cylinder motor of four horse-power ; while
Fig 2 shows a single-cylinder motor of \ horse-power. Much
Fro. 1.
care has .been exercised in designing these engines, as the various
parte are easily accessible, while the lubricating arrangements
are very complete. The workmanship and material are all that
can be desired, and we can safely recommend these motors to
carriage-builders and others who may wish to experimentally
convert an ordinary carriage into one to be propelled by
machinery. The following are some particulars with reference
The Inland Eevenue Regulations as to Motor Vehicles are given
in full in The Automotor and Horseless Vehicle Diary and
Pocket- Book for 1897, which contains over 100 pages of infor-
mation. Price 6d. ; post free, 7d., of Messrs. F. King and Co.,
62, St. Martin's Lane, London, W.C.
Fig. 2.
to the four horse-power double-cylinder engine : — It is speeded at
400 revolutions per minute, and if supplied for working light
oils will require petroleum of 0'68 to 07 s.g., or if for heavy
oils such as Royal Daylight, &c. The speed of the motor is
variable to the extent of about 30 per cent., which is effected
by actuating the cylinder adjustments supplied with it. The
total approximate weight may be taken at 200 lbs., and the
circulating water necessary for this motor will vary from 10 to
18 gallons.
The Automotor and Horseless Vehicle Journal Diary
contains over 100 pages of information. Price firf. ; post free,
Td., of Messrs. F. King and Co., 62, St. Martin's Lane, London,
W.C. See it for Notes on Motive Power generally and Elec-
trical Batteries.
x •!•
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188
THE AUTOMUTOR AND HORSELESS VEHICLE JOURNAL. [Fwiu art, 1897.
CONTINENTAL NOTES.
(FROM OUP. OWN' CORRESPnS'DKNT.)
Automotor Race from Marseilles to Nice.
Nice, Feb. 1st, 1897.
Fou some considerable time past great interest has been aroused
on the Continent as to the probable result of the motor coutest
from Marseilles to Nice. This was organised by the Comito des
Fetes at Nice, in conjunction with the Automobile Club of
France, valuable prizes being offered to nearly all finishing
The weather has proved the chief drawback to those who entered
for the affair, the rain and snow, which have continuously fallen
for weeks past, rendering the roads rotten, and in many places
absolutely unsafe. It is true that the weather cleared a c'ay or
two before the actual start, but the wind which prevailed did
but little towards drying up the roads, or to make travelling
easier.
During the three days of the actual race scarcely any rain or
snow fell, but the wind was bitter and piercingly cold, making
riding a very unpleasant matter. The course, the total length
of which is, roughly, about 145 milts in length, consists of roads
which are none too good, and which are very uneven, some of
the gradients being extremely steep.
Six o'clock on EYiday morning, the 29th nit, had been fixed
for the start, but in accordance with the wishes of many of the
people of Marseilles, who wished to attend the function, the
time of departure was delayed till seven. The extra hour,
however, did not make much difference to the temperature,
the air being so wintry and the wind so biting that none
but the most enthusiastic turned out. Out of the entries the
good muster of 28 motor-carriages and 9 motor-cycles faced the
starter, and were despatched at intervals of one minute. The
following is a list of those who left Marseilles : —
M. Baulthy, Paris (Panhard and Levassor).
M. Petrus, Nice (Peugeot).
M. Charron, Paris (Panhard and Levassor).
M. Rent; de Knytf, Paris (Panhard and Levassoi).
M. Egrevi, Paris.
M. A. Lemaitre, Ay. (Panhard ami Levdssor).
M. Pi-evost, Paris (Panhard and Levasnor).
(Jonite de Chasseloup-Laub.it (Dion steam tra.tor).
M. M. Dupre, Tours.
M. E. Giraud, Paris.
M. Laumaille, Nice (Peugeot).
M. Albeit Peter, Nice (Peugeot).
M. Beauvais, Toulon (Peugeol).
M. Bruninghaus, Nuits.
M. Albert Gautier, Nice.
M. Millaux, Bolltne (Peugeot).
Vicomte de Salliuard, Nice.
Bicycle Club of Lyons (Benz carriage).
M. Vauquelin, Cannes.
M. Henri Peugeot, Audincourt (Peugpnt).
M. I). Oourtois, Laon.
M. Coniiot, Paris.
M. E. Michelin, Clermont-Ferrand.
M. Drassel, Paris (Vacher).
M. Cahen Marcel, Paris.
M. Sibilat, Rouen.
M. A. Michelin, Paris (Dion Steam).
. The following were the motor cyclists who started : —
M. Lafitte, Marseilles.
M. E. Chesnay, Dijon.
M. Rivierre, Paris (Dion tricycle).
M. Cabassus, Marseilles (Dion tricycle).
MM. Chauchard and NicodCmi, Nice.
M. Monter, Paris.
M. Marcellin, Marseilles.
M. K. Roussier.
M. Bussac, Marseilles.
The arrangements made throughout the course were admirable,
the police and the municipal authorities co-operating to keep a
clear passage-way by issuing notices to the inhabitants to keep
the children out of danger, while suspending the traffic at
special points in order that the contending motor-cars might have
every chance of securing an unimpeded passage. From the
commencement of the first stage, interest was centred in the
doings of M. Lemaitre on the Panhard-Levassor, and the Comte
de Chasseloup-Laubat, whose steam tractor fairly held its own
on the level, while gaining a distinct advantage on anv rising
ground. The inhabitants of the various villages and towns
| turned oat in full force, and gave the automotorists a very
cordial welcome as they passed. Several accidents happened
towards the end of the first day's run, obstructions in the road
being the chief cause of the upsets which occurred. The Comte
de Chasseloup-Laubat only stopped twice on this stage — once for
coke and the second time for water ; he being untroubled in all
other respects. His nearest antagonist, M. Lemaitre, was,
however, bothered a great deal with punctured tyres.
The order of arrival at Frejus was as follows : —
Comte Clns--eloup-Liub.it
PreVost
Lemaitre
E. Giraud
De. Knytf
Leviell6
Gauthier ...
Peugeot
Chesnay (motor-cycle)
Vicomte de Soulier (motor-cycle).. .
Lafitte (motor-cycle)
Cabassus (motor-cycle)
Marcellin (motor-cycle)
Bruninghaus
Rivierre (motor-cycle)
Chauchard & Nicodemi (motor-cycle)
n.
M.
9.
4
47
14
5
12
11
a
12
17
r>
38
11
5
43
51
6
2
11
G
6
24
(5
9
15
6
17
14
0
19
18
(>
20
(1
6
29
7
C
41
7
(5
46
7
7
18
6
7 42 15
In the second day's run the events of the preceding one were
practically repeated— steam in the person of the Comte de
Chasseloup-Laubat taking the lead and easily keeping it — his
nearest atteudant being again M. Lemaitre. Mishaps were
fairly plentiful, mainly happening to the motor-cycles, which
somehow seemed to be in the way. It would be useless to give
the times for this stage or the short one on Sunday from Nice
to La Turbie, a distance of some 11$ miles only. Suffice it to
state that Comte de Chasseloup-Laubat succeeded in covering the
42 miles between Fr6jus and Nice in Ih. 50m. 44s., M.. Lemaitre
arriving some 13 minutes later. The first motor-cycle into Nice
was that driven by M. Monter, which was the property of
Baron Zulen de Wyevelt, the time taken on the road being
2 h. 12 m. 5 s. In the last short processional stage from Nice
to La Turbie yesterday (Sunday), M. A. Michelin succeeded in
getting in first with his steam tractor in 31 m. 50 s., the Comte
de Chasseloup-Laubat arriving second in 37 ni. 50 s., and
M. Lemaitre third in 52 m. 55 s.
The following is the official time for the three days' race over
the full distance, as issued by the authority of the Automobile
Club:—
Motor-Carriages.
H.
M.
s.
1.
Chasseloup-Laubat
7
45
9
2.
Lemaitre
.... 8
17
27
3.
Prdvost
... 8
26
58
4.
De Knyff
0
5
14
5.
E. Giraud
.... 9
24
23
6.
A. Michelin
.... 9
35
60
t .
Gauthier
9
47
12
8.
Henri Peugeot
J)
48
42
9.
Leveillc
.... 10
10
24
10.
Bruninghaus
.... 10
10
19
11.
Egrevi
.... 1 I
01
6
12.
Cahen Marcel
.... 11
56
5
13.
Peter
.... 11
58
58
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THE AUTOMOTOB AND HORSELESS VEHICLE JOURNAL.
189
14. Beauvard ....
15. Sibilat
16. Courtoia
17. Petrus
18. Millaud
19. Dravet
20. Launaaille
21. Bicycle Club Lyonnais ....
22. Dupre-Neuvy
23. De Sahlmard „.
Motor-Cycle*.
1.
2.
a
4.
5.
6.
7.
Chesnay
Marcellin
Vicomte de Souli6
Monter „.
Rivierre
Cabassus
Chauchard-Nicodeini
h. m. s.
12 24 55
12 50 59
12 51 40
13 20 29
13 29 56
14 80 3
14 29 7
18 6 23
18 10 30
19 29 29
H. M. 8.
9 23 36
9 40 53
9 46 18
10 13 31
10 29 57
10 33 15
10 45 30
In this instance steam was unquestionably successful, and the
result can only provoke another contest over a longer journey,
in which the stages should be much longer, and more equally
distributed over the number of days occupied than was the
case in this instance. The time taken by the winner was very
good under all the circumstances, the average speed per hour
being 19 miles.
The French Automotor Competition of July.
The Automobile Club of France have officially issued the
regulations for the competition, which, as previously announced
in these columns, they have arranged for July of this year. The
rules are as follows : —
Minimum weight of transport cars for travellers or mer-
chandise, one ton.
Article 1. — A competition organised between autocars (auto-
mobiles, traction carriages, ana road trains) for the following
purposes : —
(1) Public transport of persons in the towns ; communication
between the railway stations and places not directly
connected by railway.
(2) Services for the delivery and transport of goods.
Article 2. — The meeting or competition will take place on
several routes branching from a town situated in the neighbour-
hood of Paris, the 1st of July, 1897, and following days.
Article 3. — The competition will have regard to cost — that is
to say, will consider the load and the total expense of carrying
it ; it will take account of the different factors which influence
the net cost, and of the connection between the weight carried
and the weight of the rolling stock, as well as the comfort of the
same.
Article 4. — The following will be admitted to the competition : —
(1) Vehicles which will carry (exclusive of conductors) at
least ten passengers, with 30 kilogrammes of luggage.
(2) "Vehicles for goods, carrying a minimum of a ton.
(3) Mixed vehicles, built in view of the transport simulta-
neously of travellers and merchandise, with a minimum
of weight carried of 1,000 kilogrammes.
The Commission will make classes, according to the carriages
engaged in the competition.
All the vehicles must have the certificate of class furnished
by the Commission of the Automobile Club.
The competition is international.
Article 5. — The number of vehicles is not limited, but no
constructor can send several vehicles of the same type and of
similar dimensions.
Article 6. — For each vehicle entered an entrance fee of 200
francs must be paid up to June 1st, or twice this amount after
that date.
The entrance list will be closed at midnight on June 26th.
Every application for entry must be accompanied with the
entrance fee, which iu all cases will be acknowledged.
Article 7. — Every competitor should send before Jane 15th a
photograph of the vehicles he is entering, together with the
selling price.
The competitors must send in good time to the locales, to be
named by the committee of the Automobile Club, the necessaries
required for the competition.
These articles will be afterwards delivered to the competitors
under the authority of the Automobile Club.
All the vehicles should be able to run a distance of 15 kilo-
metres at least without needing replenishing.
Article 8. — The trials will consist of a six days' service,
constituting a total run of 300 kilometres.
Each vehicle will twice make the following series : —
First Series : Route A, 40 kilometres, with stoppages every
1 kilometre.
Second Series : Route B, 50 kilometres, with stoppages every
5 kilometres.
Third Series : Route C, 60 kilometres, with stoppages every
10 kilometres.
There will be stoppages appointed on ascents and declivities,
on macadamised and paved roads.
The vehicles engaged will be divided into groups, so that each
day in each of the three directions A, B, C, they will carry
different loads.
All the vehicles will run with the load according to their
capacity as stated by their owners.
Article 9. The Commissioners, chosen among the members of
the Commission of the Club not competing, will accompany the
vehicles. They will be charged with —
(1) Noting the amount of consumption of oil for fuel and
lubricating, &c.
(2) Timing the courses at the stopping-places and by the way,
according to the regulations which will be given them
by the Commission.
The speed on the rising ground will be considered from the
point of view of its effects on the stability of the vehicle. The
Commission will decide the maximum of speed to impose on
each vehicle following its conditions of entry, and the Com-
missioner will be charged with seeing them respected.
(3) Noting in each case the distance the vehicles run before
completely stopping under the action of the brake.
(4) Noting their estimation of the vehicles in reckoning the
facility of their control of going forwards or backwards,
of their security and comfort, of the expense of keeping
them up, of their capacity to redeem the capital charge
on them, of the frequency, the importance, and the
facility for doing repairs, and of the frequency of
replenishing.
Article 10. — In the town which is the centre of the competi-
tion there will be a place where the " stabling " of the vehicles
will be obligatory.
Repairs must be made in the presence of the Commissioners.
Article 11. — Medals and diplomas will be granted to the
vehicles which are recognised as fulfilling the conditions requisite
for one of the services in view of which the competition is
organised.
There will be prepared by the Commission a report, giving a
reproduction of the photograph of each vehicle and the details
of the competition.
This report will be sent by the President of the Automobile
Club of France to the Society of Civil Engineers of France, to
the industrial Societies of different localities, and to the Maires
of Communes. It will have, in short, all the publicity possible.
Article 12. — Competitors must conform to the ultimate
decisions of the Commission, particularly in regard to the
details of the regulation of the trials.
Article 13. — The civil and penal responsibilities which rest
upon the competitors being so well understood, the Commission
decline all responsibilities whatever in this regard.
0
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Fbbkcaby, 1897.
NOW READY.
Order at once before it is Out of Print.
THE AUTOMOTOR
AND
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FOB
1897.
PRICE 6d.
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CONTAINING :
Full Text of the Light Locomotives Act of last
Session, and all Regulations made in pur-
suance thereof.
Illustrations of Typical Carriages and Motors.
Valuable Formulae, Data, and Tables of infinite
service to all Users and Owners of Auto-
motor Vehicles, including:—
Hydrocarbons.
Properties of the Circle.
Temperature of Steam at High Pressures.
Strength and Weight of Various Materials.
Decimal Equivalents.
Practical Notes on Motor- Vehicle Tests.
List of the Leading French Manufacturers of Motor-
Carriages.
List of the Leading Limited Companies dealing, Ac, in
Motor- Carriages .
List of Engineers, Carriage Builders, Ac., taking up the
Motor Industry.
Results of Foreign Speed Trials.
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The Daimler Motor.
Working Bates, Size, Weight, «fcc, of Accumulators for
Traction Purposes.
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CONTRACT FOR MECHANICAL
HAULAGE.
Messrs. ELDER, DEMPSTER & Co.
A RE prepared to receive Tenders for the conveyance of Goods by
■**• road from Liverpool to the Manchester District by Mechanical
Traction alone or combined with Horse Traction. Parties tendering
to base their offers on the assumption that the weight to be transported
will not be less than 1,000 (one thousand) tons per week.
The time occupied in transit must not exceed fifteen hours, and
the price quoted must be per ton of 20 cwt.
The loading and unloading on the Contractor's waggons to be
conducted in the manner customaiy with horse-drawn traffic in Liver-
pool and Manchester.
Contractors are reque.-ted to name the date at which they will
undertake to commence deliveries, and the minimum total tonnage for
which the quotation is made.
Tenders to be sent in not later than MARCH 2ND, 1897, to
ELDER. DBMP&TER & CO., AfrlOkn
Liverpool.
NOTICES.
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will receive due attention, but in all cases the name and address of the
writer must be given, not necessarily for publication.
All matter intended for publication should reach ut not later than
the 10th of each month. Stamped envelope must be sent if the manu-
script is required to be returned.
All Advertisements should be sent to the Advertising Department,
F. Euro and Co., Limited, 62, St. Martin's Lane, London, W.C,
where Advertising Rates may be had on application.
The Annual Subscription is 7s., including prepaid postage to any
part of the world.
Cheques and Post Office Orders should be made payable to F. King
and Co., Limited, and crossed London and County Bank; otherwise
no responsibility will be accepted.
The Automotob and Horseless Vehicle Journal can be
obtained through Messbs. W. H. Smith and Son, and at Willing
and Co.'s bookstalls.
When any difficulty is experienced in procuring the Journal from
local newsvendors, intending subscribers can obtain each issue direct
from the Publishing Office, by filling up and forwarding, with
remittance, the Subscription Form accompanying the Paper.
The Automotor and Horseless Vehicle
Journal.
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
FEBRUARY 17th, 1897.
ANSWERS TO CORRESPONDENTS.
Angus (Liverpool). — The best test would be for the makers to
enter for The Engineer contest, when they could be certain
of absolutely fair play ; but, as we are advised, they have
no intention of takingthat course.
J. Hartland (Belfast).— -The engines are 6 inches in diameter,
with a stroke of 10 inches ; the normal pressure being
60 lbs., the cut-off takes place at three-eighths of the stroke.
Our experience is that they are somewhat noisy, but reliable.
Inventor (Holloway). — It is only part of a complicated game
of bluff. Wait until some firm of standing is attacked ;
you will see a very different result.
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191
G. Maurice (Hartlepool). — Benzine which flashes at the tem-
perature stated isprohibited by Statute.
Student (Dublin). — Write to Whittaker's and Longman's for
their catalogues ; they both publish works which will be
of service to you.
A.S., E.R., G.N., W.B., and E.S.— Illness and absence from
town must be pleaded as the only excuse for want of
attention ; but you - shall find in the next issue the items
you inquire about.
Mechanic (Coventry). — The differential speed gear shown in
the engraving you send was probably known to the
engineers of ancient Babylon ; but that fact does not, of
course, prevent anyoue calling it a ''master patent" in
1897.
Ignoramus (Greenhithe). — If you will submit a definite problem
we will work it out for you, as you frankly state that you
are ignorant of the first principles involved.
George McIntyre (Leeds). — We cannot identify the vehicle by
the meagre description you. «end. Probably it belongs to
the Motor Syndicate, who have purchased a number of
Continental carriages.
Archdeacon of Tuam. — We cannot in the present transitory
stage of the industry advise the purchase of any particular
carriage or motor for the purpose you mention. The next
few months will see some radical changes, and the chances
are very great that you would eventually repent buying any
of the makes which are for the moment before the public.
W. Bourne (Perth). — For some reason the Thirsk correspondent
now declines to go further into the matter.
H. W. Webb (Beckenham). — Several makers are experimenting
upon compressed gas as a motive power for light carriages,
but hitherto we have not met with a thoroughly satisfactory
system. The charging will, of course, always be a difficult
matter.
H.A.P. (Glasgow)— Thanks for your letter. The pocket-book is
not all we should like, but to compare it with those which
have been in existence for nearly 20 years is hardly fair.
A work of that kind can only be a thing of gradual growth.
We have many tables and data in hand already to improve
the next The firing arrangement of the invention you
mention has been altered, and we will illustrate it in an
early issue. The copy of the specification is not yet ready
— we will advise you when it is published.
P. Thompson (Dublin). — In nearly every instance the steering is
effected by means of the front wheels,|but independent gear
as we have illustrated is used.
Matthew Donald (Manchester). — The wheel is the subject
matter of a patent, and as you are already in communication
with the makers they are the proper people to apply to.
Publicity (Glasgow). — You had better apply to our publishers,
Messrs. F. King & Co. (Limited), 62, St. Martin's Lane,
London, W.C. ; they will advise you on the questions
involved as to the best method of obtaining the greatest
publicity for your exhibition.
Ttres (Northampton). — The general opinion appears to be that
for heavy traction work ordinary pneumatic tyres are
useless.
Jambs (Hartlepool). — The thickness should certainly not be less
than three-eighths of an inch If you tried to make the
walls thinner you could not get a sound casting.
J. Dixon (York). — It is rumoured that an amalgamation of some
of the great builders has been actually accomplished, with a
view to the subsequent addition of a motor branch.
A. Youno (Antwerp). — We cannot give you the information.
Provisional protection only has been applied for, and
therefore nothing has been published.
E. H. (Yarmouth).— There is nothing unusual in such a course.
It is surely worth paying the extra money to have the
opportunity of beingoff the bargain at any time you choose.
Speculator (Devon). — There is no market, and consequently no
reliable mice for the shares.
THE SHUFFLING TRICKERY OF THE BRITISH
MOTOR SYNDICATE.
When the promoters of the £8,000,000 fiasco bised upon
I the ruins — we can scarcely call such, a substructure
i a foundation — of the British Motor Syndicate issued
I their recent prospectus to the public we denounced the-
| document as a dishonourable one. While adopting an
! extreme step of this kind we took the opportunity of
expressing a hope that those concerned in that impudent
attempt to fleece the public of money would, for the sake
of the industry in which we are all conoerned, mend their
ways, and do their best, by manufacturing motors and
carriages, to justify the position which they had assumed
as leaders in the automotor world.
We greatly regret to find that every step taken by
the Syndicate, and every glimpse that outsiders can
obtain as to its methods of management, only tends to
more conclusively prove that the policy of this Company
is one of bluff and nothing more.
Daring the last month, many instances which would
prove this contention have cropped up, but the bare
mention of a few will suffice. On the front page of a
contemporary, which we regret to mention is strongly
suspected of being within the " sphere of influence " of
the British Motor Syndicate, we find, under date the
23rd ult., the following notice printed in flaming red
letters : —
BRITISH MOTOR SYNDICATE
v.
HON. C. S. ROLLS.
PATENTS UPHELD.
^<**»**«^**^
! " Cuando escribe, refierese Al " The Automotor and
Horseless Vehicle Journal."
Mr. Justice North Grants Perpetual, Injdnction.
THE DEPENDANT PAYS.
" Licenses are granted to manufacture on advantageous
terms, but proceedings will be instituted immediately,
claiming an injunction and damages, against any person
infringing any of these rights."
Now, in order to appreciate this manifesto at its true
value, it is necessary to gn bank to the £3,000,000
prospectus, in which it was stated that the British
Motor Syndicate held all the " master patents " for
motor-carriages in this conntry. As a matter of fact,
they do not possess a single one — and this fact has been
pointed out by every independent technical journal in
the kingdom — bat awkward things, like facts, rarely
trouble the conscience or the digestion of " Showmen "
of the calibre of those who rule this Syndicate. In
private conversation and in public speeches they had
talked wildly of the injunctions which they meant to
obtain to prove their position, and so something resem-
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Febbuabt, 1897.
bling such a legal progress had to be obtained at any cost.
Their appreciation of the value of an injunction some-
what resembled Sam Weller's love of the magic word
" alibi " — it had to be got — anyhow, at any price, and on
any terms, and then the position would be saved, as
the engineering world would at once bow to the all-
powerful Syndicate.
The victim selected for the experiment was the Hon.
C. S. Rolls, who is a member of the Motor-Car Club, and,
in the eye of the law an infant. He is an enthusiast
in automotor carriages, and he has always been foremost
in placing his vehicle at the disposal of those who were
likely to help on the movement. In October of last
year, when he desired to purchase a motor-carriage of
the Peugeot type, he wrote to Mr. H. Lawson and the
British Motor Syndicate (Limited) for information as to
who represented M. Peugeot in this country, and from
both quarters he received a reply that they regretted
their inability to give the desired information, not
being agents for the firm in question. As a result, he
bought a carriage on the Continent, and brought it to
England, when he was threatened by the Syndicate
with an action if he did not pay them a royalty in
respect of the motor used.
We have no desire to enter here into all the com-
plicated legal questions which would arise even if the
Syndicate's patent in this car happened to be a valid
one, but we may mention that, on the facts as stated
to us by the Hon. C. S. Rolls, we have a strong legal
opinion that in no case could he have been made liable
for a royalty or for damages. The guardians of the
defendant in this case, however, took a rational course.
The Hon. C. S. Rolls is an amateur rider, he has hut
little at stake in this hobby, and they came to terms with
the Syndicate, as the cheapest way out of their difficulty.
What were the terms ? That the British Motor Syndi-
cate should pay their own costs, and that in consideration
of a nominal payment of £15 they would give Mr. Rolls
a perpetual license to use this carriage. Where is the
victory ? Where is there any upholding of patents ?
As a matter of fact, not a word was said on that subject.
These patents are to-day as free from the stamp of legal
approval as they were when they were first transferred
to the Syndicate.
When such efforts as these are made to hoodwink the
public, and when we are told that the Articles of Asso-
ciation of the Syndicate contain such extraordinary
clauses as those which are reprinted in another column,
it is small matter for wonder that shareholders who have
been duped into applying for an allotment are combining
to get their freedom from the snares by which they have
been entangled. We read, too, that the Earl of Win-
chilsea has resigned his seat on the Board of Directors
of the Great Horseless Carriage Company, and that
Mr. E. T. Hooley is seeking to minimise his connection
with Mr. Lawson. He states that he was asked to act
as broker to the British Motor-Car Company, and he
did so, receiving a fee therefor. He did not take any
shares in the Company, nor had he anything to do with
floating it. His only connection with the Company was
in the capacity of broker. If those connected with the
Syndicate cannot or will not mend their ways then the
sooner the concern is dead and buried the better. The
longer it goes on in its present way the less reputation
will be left to all who are connected with the concern,
and when the bubble does burst the worse will it be for
all who are now trying to puff it out to the .fullest
possible size.
*0*«W««M*M«W*
MECHANICAL HAULAGE BETWEEN LIVER-
POOL AND MANCHESTER.
That practical steps are now to be taken in the direction
of promoting mechanical haulage between Liverpool and
Manchester is evident. A meeting was held last week
of the Prize Scheme Sub-Committee of the Liverpool
Branch of the Self-Propelled Traffic Association, at which
Messrs. Alfred Holt, A. L. Jones, A. Bromley Holmes,
and E. Shrapnell Smith (Hon. Sec.) attended. The
proposal to offer a premium for the best self-contained
motor-wagon was deferred. The Sub-Committee then
considered the question of advertising for tenders for the
conveyance of goods between Liverpool and Manchester
by mechanical haulage, and a resolution in favour of
this course was adopted. Tenderers are to base their
offers on the assumption that the weight to be carried
will not be less than a thousand tons per week, and the
time occupied in transit must not exceed fifteen hours.
We trust that a practical result will be obtained, as the
conditions are eminently business-like, and should attract
the attention of some of our leading engineers.
MOTOR-CARS FOR DUST COLLECTING.
The Urban District Council of Chiswick is among the first of
local authorities to adopt the steam motor-car for the purposes
of the collection of dust and house refuse. Hitherto the Council
has followed the course pursued by its predecessor, the Chiswick
Local Board, and has let the dust collection to contractors.
Under this system the cost has increased yearly, while the
work has been very inefficiently performed, complaints being
constantly received of the non-removal of dust. At a recent
meeting the Council received tenders for dust collection for the
year from April 1st next at £2,000 and £1,900 respectively, the
latter sum being £460 in excess of the sum for the year ending
on March 31st next. Before accepting either of these tenders
the Council instructed the surveyor, Mr. Arthur Ramsden, to
report as to the saving likely to be effected by the purchase for
dust-collecting purposes of a steam motor tip-car, a design for
which, prepared by Mr. John I. Thornycroft, had been submitted
by the Steam Wagon and Carriage Company of Chiswick. This
could be purchased for £350. The surveyor reported that if two
of the motor-cars were purchased at the price stated, and the
payment spread over three years, he estimated that there would
be an immediate saving of £50 a year, and that at the end of
three years the saving would be about £250 per annum. The
Council has decided to purchase two of the motor-cars on the
terms suggested, to be delivered on March 31st next.
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DOINGS OF PUBLIC COMPANIES.
The British Motor Syndicate.
Tun Financial Times has been busily investigating the pro-
spectus which was issued by the above Syndicate, and states
that the numerous requests for advice led them to re-examine the
prospectus of this bombastic undertaking, and a point that
seemed worthy of attention was the fact that the Memorandum
of Association was conspicuous by its absence. Its place was
taken by a number of mediocre illustrations, and the only satis-
faction obtainable was in the statement that " the Memorandum
and Articles of Association .... can be inspected at the office
of the Syndicate." Unwillingness to encroach upon the time
of the Syndicate's officials, whose energy, we fancy, must be
fairly well exhausted by the demands for a return of subscrip-
tions, led them to pursue their investigations at Somerset House,
with results that they venture to describe as astounding in the
extreme. It will be remembered that the Syndicate was originally
formed with a capital of £150,000, in November, 1895. Nine
months later this amount was increased to £1,000,000. The
Articles of Association, dated 21st November, 1895, contain the
following clauses : —
Transfer and Transmission.
18. Save as hereinafter provided, no share in the Syndicate
shall be sold or transferred to a person who is not a member,
provided that it shall be in the discretion of the directors to
determine that any 'share or shares in the Syndicate may be
sold or transferred to any person or persons who is not a
member.
19. Save as hereinafter provided, any member of the Syndi-
cate proposing to transfer any shares in the Syndicate (herein-
after called the retiring member) shall give notice in writing to
the Syndicate that he desires to transfer the same. Such notice
(hereinafter called the transfer notice) shall constitute the
Syndicate his agent for the sale of the shares, at a price to be
fixed by the directors, or if such price is disputed by the retiring
member, at a price to be ascertained by arbitration pursuant to
the Arbitration Act, 1889. In case the transfer notice shall
include several shares, it shall operate as if it were a separate
notice in respect of each share. The transfer notice shall not be
revocable except with the sanction of the directors.
20. If the Syndicate shall, within two months after being
served with the transfer notice, find a purchaser for the shares,
and shall give notice thereof to the retiring member, he shall
be bound, upon payment of the price fixed in accordance with
the last preceding article, to transfer the shares to the purchaser.
21. If the retiring member, after having become bound as
aforesaid, makes default in transferring the shares, the Syndi-
cate may receive the purchase-money, and shall thereupon cause
the name of the purchaser to be entered upon the register as
the holder of the shares, and shall hold the purchase-money in
trust for the retiring member.
22. The receipt of the Syndicate for the purchase-money
shall be a good discharge to the purchaser, ana after his name
has been entered on the register in purported exercise of the
aforesaid power, the validity of the proceedings shall not be
questioned by any person.
23. If the Syndicate shall not, within two months after being
served with the transfer notice, find a purchaser for the shares,
and give notice in maimer aforesaid, the retiring member shall
be at liberty to sell or transfer the shares to such person, and at
such price as he shall think fit. Provided that he shall first
have given an option to the directors to find a purchaser at
that price, and they shall not, within ten days after such option
has been given, have found a purchaser accordingly.
24. The shares specified in any transfer notice shall, subject
to the directors' discretion, mentioned in Art. 18 in the first
i instance, be offered .to the members. Such offer shall be made
b_y a written notice specifying the number of shares to which
the member is entitled, and limiting a term within which the
offer, if not accepted, will be deemed to be declined. After the
expiration of that term, or the earlier receipt of an intimation
from the member to whom such notice is given that he declines
to accept the shares offered, the directors shall be at liberty to
I sell such shares to any person or persons as they shall think fit,
at the price fixed in accordance with Art. — .
In face of these extraordinary articles we cordially endorse
the following remarks made by our contemporary : —
"In the course of a fairly extensive experience of public
companies and their ways we have never heard of such extra-
ordinary provisions as those contained in the above articles. It
would not be surprising to find a private syndicate erecting
ingenious barriers to prevent the introduction of an unfriendly
element upon the death or defection of one of its members, and
we trust that when the matter has been brought before the
notice of Mr. Harry J. Lawson, he will promptly assure us that .
the articles we have quoted were devised to meet such a con-
tingency in the days when the Syndicate comprised merely a
small circle, and when harmony and unanimity were essential
to the building up of the huge scheme with which the world is
to-day only too familiar. The members of the Stock Exchange
who are now dealing in the shares ; people who have realised,
or desire to realise, their holdings even at the depreciated price
now ruling ; those who may possibly see some potential value
in the shares, and who after purchasing run the risk of finding
! the transaction cancelled — all these sections of the community
i have a right to demand from Mr. Harry J. Lawson an immediate
I explanation.
"Either the arbitrary powers conferred upon the directors
still hold good, or else they have been waived. In the former
| case, a monstrous disability is imposed with regard to the
disposition of the holdings ; in the latter case, the public should
be assured that they arc perfectly at liberty to buy or sell in
the open market, in accordance with the universal practice.
j Assuming that the above articles still exercise binding force,
! the shareholders who have already commenced to repent, and
I who have sought to free themselves /rom the consequences of
their foolishness, will repent the more, and will be stimulated to
i further efforts for the return of their money, while those who
have bolstered themselves up with hopes that all may yet be well
I will begin to entertain serious misgivings conceniing the future.
, At present there is practically no possibility of organised
opposition to the management — excepting, of course, the legal
I proceedings tliat are understood to be pending. There is
no statutory meeting of shareholders to afford an opportunity
for protest, as this function must be presumed to have been held
in the days of the Syndicate's obscuritv. We believe that the
! great bulk of the shares are still held by Mr. Harry J. Lawson
and his colleagues, and if this be so, the convening of an
I extraordinary meeting is probably impracticable. The annual
I meeting is not likely to be held yet awhile, so that the com-
1 plaisant individuals who took part in the recent junketting at
I Coventry may not be able to renew for some mouths to come
the acquaintanceship then foimed. We regret that that oppor-
! tunity for a serious consideration of the position was not taken
j advantage of either by Mr. Lawson or oy those of his critics
I who possessed the necessary locus standi Denunciation of
i ' printers' twaddle ' is interesting, and, indeed, amusing, but a
reply to honest criticism would have been more to the point."
London Electrical Cab Co. (Limited).
The statutory general meeting of the shareholders of the
London Electrical Cab Company (Limited) was held on the
29th ult,, at Winchester House, Old Broad Street, Mr. H. H.
Mulliner (the chairman of the Company) presiding.
The Chairman said : Our attention has been called to several
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Fbbkuaby, 1897.
Very silly letters in the papers, wondering why a large number
of cabs are not already on the streets of London. Well, it is
perhaps hardly necessary to explain that until the Company was
formed and the capital received it was quite impossible to order
the cabs, and when they are ordered they require to be built,
all of which takes some time. It would have been quite possible
to have had one ready by now, and with this one we might have
organised trial trips, &c, with newspaper reporters present, and
have so created an impression that we were very busy people.
Personally, I am very tired of hearing about trial trips with
motor-carriages, and I think some of the public are in accord
with me with these views. What would interest them and me
much more would be to see a number of electrical cabs which
would not only run a trial .trip, but which would run com-
mercially, and which would be capable of earning a dividend to
the sliareholders. (Applause.) As far as actually running an
electrical carriage is concerned, there is no difficulty about that.
Mr. Bersey, whose services we have, and the whole of whose
patents we have acquired the use of, run electrical carriages
several years ago, which were quite as good even then as any
electrical omnibus or other electrical motor-carriages which have
been seen or heard of recently. Since then, and previous to the
formation of this Company, Mr. Bersey has wonderfully improved
these carriage}, and, as referred to in the prospectus, had already
attained a great degree of perfection with them. Our responsi-
bilities are, however, much more serious than building electrical
carriages, which will simply run along to the astonishment
and delight of the public. Our responsibility is to build
electrical carriages not only which will run along to the
satisfaction of the users, and fulfil all the requirements of
the Act, but which will be suitable to stand the immense
amount of wear entailed by daily public use in London, aud,
what is still more important, they must be so constructed and
so arranged, both as regards the supply of electricity and the
durability of their parts, that they will be capable of earning
good dividends for the shareholders. And whilst on this
subject, I should like to trouble you with our views on electricity
as a motive power for vehicles in London, because our views
vary very much from what is generally understood on this
subject. I have no belief whatever in the idea that persons
will be able to buy an electrical carriage and keep it themselves,
and charge it with electricity from the ordinary electric light
arrangements that they may have fitted up to their house or
stables. It might happen in a few cases that persons could
do this, but they would have to have considerable expensive
electrical apparatus, and they would also have to have a com-
petent electrician to deal with the necessary charging, &c.
Further than this, as the cost of electricity depends upon the
amount which is used, the supply would prove very expensive,
and no makers of accumulators would probably be willing to
Guarantee the accumulators to individual persons, as there would
e considerable doubt as to their being properly looked after.
But I have the very greatest belief in electricity as the future
motive power for street traffic in London, where, in cases like
the London Electrical Cab Company, it can be organised on a
thoroughly business-like basis, i.e., where you can have one
experienced man responsible for the charging of the accumula-
tors, and where you can contract with the supply companies and
the accumulator makers, and where you can have exactly the
apparatus necessary for taking the accumulators on aud off, &c.
Then the drivers need have no knowledge at all of electricity,
and have nothing to think of except conducting the vehicles,
every precaution having been taken to ensure that these drivers
should not be able in any way to interfere with and so possibly
damage the electrical apparatus.
Now as to what we have actually done in these two months.
Our first thought was, naturally, to design the cabs. I have
here 30 drawings, showing how thoroughly this work has been
done ; but these drawings, now they are completed, do not
nearly represent the work which has been put into them. I
believe these drawings now represent a perfect and suitable
vehicle ; they are the result of. the whole of Mr. Bersey's
experience of eight years, together with Mr. Brougham's expe-
rience as a practical electrician, and any experience I may claim
to possess as a practical coachbuilder. I wish to mention here
the obligation we are under to the Great Horseless Carriage
Company, who have lent us their draughtsmen, their engineers,
and aided us in every way in their power. You will
remember that on the prospectus a report from Mr. Manville
was published, and we naturally considered that no vehicle
should be commenced until Mr. Manville had passed it as
being, in his opinion, perfect. I believe Mr. Manville to
be the highest authority we have in all matters of elec-
trical traction, and before he passed these drawings and
specifications, which he has now done, he thoroughly went into
every point with us, and suggested many valuable improve-
ments. Perhaps the most valuable improvement to which I
refer is the Johnson-Lundell Series Parallel Controller. This
invention will produce the following results : — (1) It is the only
invention which enables the electricity to be used in exactly
the ratio that it is required — i.e., there is no perpetual waste of
electricity going on through resistance or other means, as is
usual. This alone would save from 35 per cent, to 40 per cent.
in the amount of electricity used. (2) It will considerably
simplify the construction of the vehicle by saving several com-
plicated changes of speed -gearings, &c., and by saving these and
the necessary handles it will make the driving of the vehicle
much easier. After considerable negotiations we have acquired
the sole use of this invention for the purposes for which this
Company is formed by payment of a royalty per vehicle, and
after payment of this royalty the price of the vehicle will be
reduced below the cost at which it could be constructed without
it. We have, further, gained the hearty co-operation of the
British Thomson- Houston Company, the largest and most
experienced makers of electrical traction apparatus in the
world.
Another step was to obtain suitable premises. In this direc-
tion we consider we have been fortunate. We have taken a
lease of large premises in the most convenient spot in London
for our trade, viz., Lambeth, near Westminster Bridge. Next,
the question of the electrical apparatus for transforming the
electricity and for taking off and removing the accumulators, &c.
This has all had to be worked out in the same way and tendered
for, and is now on order. One more matter, and perhaps the
most important — that is the accumulators. Mr. Manville drew
up a complete statement of the various requirements, and
invited tenders aud samples from every maker of repute. These
s unples are being tested at Faraday House in a perpetual state
of vibration, or as near as possible the same conditions they
will be subjected to in actual use. Meantime, for our first
vehicles we had to order accumulators, and I am glad to say
that we have been able to place this contract with the Electric
Power Storage Company. I need hardly say that we insisted,
and the Electric Power Storage Company agreed to guarantee
these accumulators at 10 per cent., as stated on the prospectus.
I should like to add that the more I have gone into this the
more confident I am that electricity is the future motive power
for street traffic in London, and I confidently believe that the
original shareholders in the Loudon Electrical Cab Company
will have much to congratulats themselves upon in the future.
There is one thing more we have to congratulate ourselves upon,
viz., that instead of having to spend money in building works
and putting down expensive machinery, &c, this Company is,
up to now, practically incurring no expenses whatever.
Mr. Green. I should like to know how many shares have
been allotted, and how much has been paid up 1
Mr. Wiltshire. Will you kindly say how many cabs you
propose to run ?
Captain Frederick. Will the tariff to the public be the
ordinary tariff of the London cabs, or similar to the present
system now adopted in London ; or will there be a special rate !
The Chairman. In reply to the questions which have been
asked, I may say that the total amount subscribed by the public
was something like £63,000, and the vendors were most reason-
able with the Company in making the following conditions,
which I think you will admit are very fair. The conditions
were, first, that the proportion of working capital should remain
exactly the same as stated in the prospectus, viz., the unusually
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large amount of two-thirds working capital, and one-third to
the vendors. This leaves us with about £32,000 working capital,
which is ample to prdVe the success of -this business, and when
that success is obtained then the balance of the Company's
capital will, I am sure, be readily subscribed, and I hope at a
good premium, of which the shareholders will have the benefit.
Then, and not until then, will the vendors receive the balance of
the agreed purchase price. (Applause.)
Mr. Green. Do I understand that amount has all been
paid?
The Chairman. The £63,000 has been fully paid. Mr.
Wiltshire "asked how many cabs were to be constructed at first.
The first let which will be put on the streets will be 24 in
number, but that is no exact criterion, because as soon as these
are built the others will come on quickly. The actual com-
mencement will be with 24 cabs, the others coming on as fast
as there is a demand and they can be finished on. Captain
Frederick inquired if the tariff for the use of these vehicles will
be the same as for ordinary cabs. It will be exactly the same.
That matter is not in our hands : the cabs will be all licensed
by the authorities of Scotland Yard, and as they fix the fares
we have no right to charge more, but no doubt we could charge
less.
A vote of thanks was passed to the Chairman and directors,
and the meeting separated.
New Companies Registered.
[Under this heading we intend in future giving a full list of any
new Companies registered which take power to make, deal, or
become interested in any manner in automotor vehicles. Where
detailed particulars are not given under this heading we shall be
pleased to reply to inquiries through the "Answers to
Correspondents " column. All communications should be
addressed to the Editor. The only stipulation which we make
is that where the inquiry involves a search of the records at
Somerset House — as in the case of information on the subject
of the holdings of shareholders — a postal order must be
enolosed to cover the Government stamp of one shilling which
is charged before a search is allowed to be made.]
Anglo-Bavarian Steel Ball Co. (Limited),
Birmingham
" Blot" Electric Accumulator (Limited)
Britannia Cycle and Component Parts Co.
(Limited), Birmingham
British Cycle Parts Co. (Limited)
Defiance Cycle and Motor-Car Co. (Limited),
Swansea
Elysee Palace Hotel Co. (Limited), Paris ....
G. H. Cox, Southsea, Cycle Co. (Limited),
Southsea
Grant Bhea Cycle Co. (Limited)
Hadley's Chain Co. (Limited), Birmingham....
Hyde Cycle and Machinists' Co. (Limited),
Manchester
Instantaneous Wrench Co. (Limited)
Joseph Bhodes and Sons (Limited), Wakefield
Maxim Motor Co. (Limited)
Metal Tube Jointing Co. (Limited)
Metropole Acatene{Chainless) Cycle Corpora-
tion (Limited)
Motor and Cycle Saddle Co. (Limited),
Birmingham
Motor-Car Components Co. (Limited)
New Hudson Cycle Extension (Limited)
New Jointless Kim (Limited)
Peuniugton Motor Co. (Limited)
Petrolia Co. (Limited)
Practical Primary Electrical Battery Syudicate
(Limited)
Capital.
£
50,000
160,000
2,000
6,000
10,000
253,000
5,000
.15,000
6,000
25,000
5,000
50,000
7
30,000
180,000
3,000
7
50,000
200,000
100,000
5,000
8,000
Capital.
£
2,000
10,000
160,000
60,000
10,000
20,000
Rowe's Paragon Cycle and Sulky Co. (Limited)
Simpson Rubber and Tyre Patents (Limited),
Birmingham
Standard Weldless Tube and Cycle Com-
ponents (Limited)
Thomas Elsley (Limited)
Tom-Tit Cycle Co. (Limited)
Westminster Engineering Co. (Limited)
New Issues.
The London Motor- Van and Wagon Company (Limited).
The London Motor- Van and Wagon Company (Limited), with
a share capital of £300,000, is a Company formed to manufacture,
sell, or let out on hire motor parcels delivery vans, motor
carriers' vans, And the like. The idea of applying the motor
to this purpose is eminently practical, and will be welcomed by
the public for reasons both of convenience and economy. With
a board of directors, composed of successful business men like
Mr. H. R. Paterson (Carter, Paterson, and Co.), Mr. W. R Sutton
(of Messrs. Sutton and Co., the well-known carriers), Colonel
Lewis Vivian Lloyd (director of the London and North- Western
Railway), Mr. D. E. Cardinald (director of the Manchester
Brewery Company), and Mr. James S. Burroughes (of Messrs.
Burroughes and Watts, billiard table manufacturers), the affairs
of the Company are certain to be properly administered, and
the investing public can be sure that what can be done in a
practical form to prove the value of motor vehicles as applied to
commerce will be done to the very best of the ability of the able
board of directors. With such facilities as these gentlemen
have at their command for furthering the interests of this
Company, the shareholders shoidd reap a splendid harvest as
pioneers commercially of this new industry. A very good
feature of this issue is the fact that £150,000 is to be reserved
for working capital, whilst the vendors' shares are deferred, and
receive no dividend until 5 per cent, has been paid on the
ordinary shares. As showing the great interest taken in this
development of the motor industry by business people in
London, the directors have received encouraging letters from
such people as Mr. F. Colman (of J. and J. CoTman, mustard
manufacturers), Peter Robinson, Harrod's Stores, Liberty and
Co., D. H. Evans, and many others, all of whom express their
belief in the beuefit which will accrue from the enterprise. The
lists open on February 17th and close February 19th. Pro-
spectuses can be obtained at the offices of the Company, 6, Old
Jewry, London, E.C.
Leather Shod Wheel Company (Limited).
With a capital of £300,000 in £1 shares, of which 200,000
are offered for subscription at par, the Leather Shod Wheel
Company (Limited) has, the prospectus states, been formed to
take over the patent rights for the United Kingdom of an
improvement in wheels, namely, the leather tyre invented by
Messrs. Pierron and Klein, which it is claimed should supersede
all present forms of vehicle tyres, as it is elastic, durable, quiet,
j cheap, and light running. Although the elastic qualities of
i leather have long been known, it is only now that it has been
j successfully applied to wheels of vehicles, to lessen the shock
J of contact with the ground and reduce vibration, for which
■ purpose it has proved itself ah admirable substitute for rubber,
| being more durable and much cheaper. Orders for tyres have
I been received from the Bank of England, the House of Commons,
the Mint, and other bodies and corporations, and the leading
railways and omnibus and cab concerns. Numerous advantages
i are claimed for the invention over existing tyres, and large
j profits are anticipated. In addition to the patent of Messrs.
1 Pierron and Klein, the Company acquires various patents and
i applications for patents which are considered of importance in
| the manufacture of tyres of this class, whether of leather or
| rubber. The purchase price is £100,000 in shares and £140,000
] in shares, cash, or shares aud cash, 60,000 shares being reserved
; for working capital.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Febkuab*. I8i*r.
President Sir Pavid Salomons, Bart.
Secretary Andiiew W. Babr, Esq.
President of the Liverpool Centre The Karl of Derby, G.C.B.
Hon. Local Secretary .. .. E. SiutAPNKLL Smith, Ekj.
Semi-Offieial Journal of the\ The Avtomotor and Horse-
Amociation J less Vehiclb Journal.
MECHANICAL HAULAGE ON COMMON ROADS.
A meeting of the Liverpool and District Centre of the Self-
Propelled Traffic Association was held at the Royal Institution,
Liverpool, on Tuesday, 19th ult., when a paper on the above
subject was read by Mr. W. Worby Beaumont, M. Inst. C.E.,
M. Inst. Mech. E. Mr. Alfred Holt presided. It may be mentioned
that Mr. Beaumont left London on the Tuesday afternoon and
returned by midnight train, special permission having been
obtained from Mr. Justice Henn Collins in the Queen's Bench
Division, who was hearing a case concerning oil-engine patent
rights, in which Mr. Beaumont was chief expert witness.
Mr. Justice Collins said he understood Mr. Beaumont was to
"give a lecture in Liverpool and be back in time to lecture me
to-morrow."
The Chairman said Mr. Beaumont was going to give them
information as to mechanical haulage on common roads, which
was a subject of greater interest than he (Mr. Holt) could easily
describe. If mechanical haulage on common roads could, by
the ingenuity of the engineer, be brought to anything like the
perfection of haulage on railways, many questions of great
importance to the world, and especially to that locality, would
be solved. The very heavy charges and the clumsiness of traffic
would be obviated, and we should be able to carry on a traffic
in a variety of articles we had never thought of. (Hear, hear.)
Mr. Beaumont's paper was as follows : —
Since last I had the honour of speaking on this subject in
Liverpool, the development of the mechanically-propelled road
vehicle has not been sufficient to change the situation of the
would-be user. The Locomotives on Highways Act of 1896
came into force on the 14th of November last, after the
preparation of regulations under the Act by the Local
Government Board, and on that day an impressive proof of
the great interest taken by the public iu the self-propelled
vehicle was afforded by the vast concourse of people who
assembled in and near London and Brighton to witness the
start and run of a number of motor-cars from the Hotel
Metrop&le of the one, to the Hotel Metropole of the other. This
demonstration of the capabilities of the motor-carriage was
organised by the Motor-Car Club to mark the end of the old
regime of unreasoning opposition to mechanical power on the
high roads, and the commencement of a new era, marked, as it
is hoped it will be, by the advantages which belong to facility
of transport for men and things.
For all practical purposes the motor vehicle, and the motor-
hauled vehicle, is now free to use the roads. The Local
Government Board rules and regulations are very satisfactory,
and Mr. Hugh Oweu and Major Tulloch are to be congratulated
on so very successful a first effort. Some slight modification
will no doubt be found necessary after a year or so of working,
and those who made the regulations will, no doubt, in the same
enlightened spirit make such modifications as may be dictated
by expediency from the mechanical, commercial, and transport
facilities points of view.
Until this freedom was actually obtained, British engineers
were loth to spend either time or money on the design of motor
vehicles to suit modern requirements, or to embark on a career
of that most expensive of occupations — namely, experimenting.
Hence, although they are now free, they are not ready, and it
will be some time before anything like a generally acceptable
design for motor vehicles for the heavier work will be reached.
For the lighter vehicles, the Continental makers have already
arrived at designs which must be accepted as meeting the
requirements of those who are prepared to look upon the
benefits derivable from the use of motor vehicles as sufficient to
merit some care : to merit the bestowal on the motor and its
gear of a part, at least, of the care and consideration which
would otherwise have to be spent on a horse or horses. I am
quite aware that these vehicles are almost all propelled by
mineral spirit motors, and that there are valid objections to the
use of this spirit, because of the care necessary, the smell of the
exhaust, the necessity of constant running, and the vibration
when the vehicle is standing. The third and fourth of these
objections will be gradually removed ; the first two belong
equally to a horse, and the first — namely, the care— attaches to
the possession of almost everything worth having. The amount
of careful attention necessary, or of care imposed, will, however,
be Jes&ened by the use of motors in which petroleum-oil is
employed as fuel, aud there is reason to believe that this will
ere long be found possible. Indeed, at least one kind of small
motor-carriage is at present running with ordinary lamp-oil.
This lessens care or apprehension of danger, but at present does
not lessen trouble or smell, and the undisputed easiness which
attends the vaporisation and combustion of mineral spirit, and
the simplicity of the motor parts required for its use, have to
be given up as the price of the greater safety and greater
economy. The price of a suitable mineral spirit or oil of easy
evaporation wili no doubt decrease with the increased employ-
ment, as the present high price is* partly caused by regulations
which have now been modified, and the consequently small
incentive to refiners in this country or to oil merchants to keep
in stock the foreign distillate.
The use of heavy oil depends much on the achievement of a
sympathy of action between the oil-feed and the amount of
resistance which the engine in very varied work experiences.
Even more than this must be attained, for it is necessary that
the cutting off of the oil-feed shall anticipate by a working
stroke the cutting off of the work. When this is done, foul
exhaust as an attendant of variable work will be avoided, and
one of the greatest objections to the heavy oil removed. This
has been very nearly if not quite achieved in the new Roots
motor, in which the g:>vernibg by the exhaust also governs not
only the draught of oil-vapour into the cylinder, but the supply
of oil to the vaporiser.
The objections to which I have referred obtain chiefly with
reference to motors and oils or mineral spirits for passenger
vehicles. They do not obtain with regard to vehicles for trading
purposes, or, at all events, not to the same extent. It is as well
to admit that there are objections, but it is equally or more
important that we should not be guilty of causing delay in the
development of a much-required means of transit by indulging
in that cheap wisdom that shows itself in mere adverse criticism.
The feeblest vitalitv rarely refuses to show its activity in this
occupation ; but when the end sought is one which all men
admit to be desirable, all men should lend their encouragement,
or at least refrain from the pitiable weakness of deprecating as
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incomplete a thing which is avowedly in course of development.
In this spirit we must acknowledge that our Continental neigh-
bours have produced motor vehicles which, if we never got any
better, would have their uses, and many uses ; but we bope to
improve upon these vehicles in various ways. In the same way
we should admit our gratification at the change in our laws
which will permit us to make these improvements, while we at
the same time hope for some modification in the regulations
under the new Act. This, however, is a small matter compared
with the anxiety le.?t local regulation-makers may not refrain
from that form of criticism and activity to which I* have already
referred.
In England there is now considerable activity in the produc-
tion of motor vehicles, chiefly of the smaller kinds or smaller
powers, and there is little doubt that this limitation will for
some time characterise the new industry. The smaller powers
are not only more easily obtained, but construction and experi-
ment are less expensive, and there is at the same time the
encouragement of a very considerable demand.
The power required in the heavier vehicles introduces diffi-
culties of many kinds, not only in the motor itself, but in its
fuel, its working fluid, and the transmission of its power to the
driving-wheels.
On the quantity of power required some remarks may be
made.
The great range in the rate of doing work which a horse has
at his command is the cause of the very unfavourable position
taken by the mechanical horse, in comparison with animal
horse. The power of a horse expressed in lbs. raised 1 foot in a
minute has been measured by several experimenters, including
James Watt, whose arbitrary determination of what shall be
called a home-power is used almost throughout the world. Watt
found that the average rate of work of a good horse working
eight hours per day was 22,000 lbs. rawed 1 foot in one
minute, that is to say 22,000 foot lbs. To give a liberal horse-
power by a steam engine he added 50 per cent, to this, and
determined that the raising of 33,000 lbs. 1 foot high per.
minute, or 33,000 foot lbs. per minute, should be a steam engine
horse-power This horse-power may be a large number of lbs.
raised a small height, or a small number of lbs. raised a greater
height, and so long as the feet and lbs. multiplied together equal
33,000 they represent one horse-power. Now this is founded on
the rate of doing work by a horse who has to keep on doing it
during eight hours. The mechanical horse can continue this
performance ICO or any number of hours, but after a
fraction of this time the horse would be tired and incapable, or
dead. On the other hand, however, the horse can for a short
time do work at a very much, a vastly greater rate. This the
mechanical horse cannot do. The horse can, for a short time,
exert a pull in starting a vehicle or in pulling up a hill at
a very slow speed, which may be from 200 to 800 or more
per cent, greater than the average pull it can exert over
a period of an hour or a few hours. In these cases the horse-
power of 33,000 foot lbs. per minute will be made up ot nearly
all lbs. and very few feet, or may be only a few inches. The
horse-power of an engine is largely made up of feet per minute
or of piston speed, and in fact, from the mechanical point of view,
the steam-engine, although it maybe exerting a very heavy pull,
does no work until that pull is enough to cause motion. A
total pressure of steam of say 1,000 lbs. may bear upon a piston,
but so long as it does not move, no steam is used and no work is
done. The horse exercising a pull which is ineffectual does, on
the other hand, suffer loss of tissue. The engine which is one
horse-power running at 8C0 revolutions per minute is not equal
to the power of a one man when running at 100 revolutions per
minute, and it only exercises one-eighth of its horse-power. Thus
an engine of one horse-power, driving a motor vehicle without the
intervention of speed gearing, is not capable of a fraction of the
power of a oue-horsc animal in starting a vehicle, yet the
same engine, when the vehicle is moving at a sjieed correspond-
ing to that of the normal speed of the engine, would tire the
horse to death. The great difference then between the horse
and. the engine is that the horse can exercise its greatest pull
when at its lowest speed, and the engine cannot exert its full
power or pull until it reaches its full speed. When the horse
finds that its load increases and more power is required, he slows
down and gives it. The engine, on the other hand, must
maintain its speed to full work and can only give out more
power by increase in speed, other things remaining equal.
Hence decrease in the speed of the motor vehicle is essential
when the power required to move it is increased, the speed of
the motor being unaltered or increased. Hence it is that an
electric tramway car is, under present arrangements, fitted
with a pair of 10 or 15 horse-power motors. To place the
mechanical horse in the position of the animal horse, the
intervention of variable speed gear, which will enable the engine
to run at its normal speed, whether the vehicle is starting,
moving slowly or fast, is necessary. If such gear cannot be
usel, the horse-power required in the engine must be many
times that which is necessary for average work by horses on
ordinary roads.
The relation between the power of a horse and of a one-
horse engine is independent of the position of the engine, or of
whether it hauls a vehicle by means of a rope from a winding
drum, or whether it is fixed on a self-propelled vehicle. There
is no anomaly in the fact that a three-horse mechanical horse is
required on a vehicle which would be easily hauled by a one-
horse animal. These things I have mentioned at length, firstly,
bec.vuse there is a good deal of misunderstanding on the subject,
and secondly, because they are at the bottom of the question
of cost.
An engine which is sufficiently powerful to propel a vehicle
at legal speed on average roads would be sufficiently powerful
to propel the same vehicle up the hills if the users would be
couttnt to mount the hills at horse speed. This, however,
seldom satisfies them. As soon as they get mechanical motors
they want to go flying up hills at from two to five times the
speed of a horse, and although the pace does not kill, it costs,
and if persisted in it will kill a possible industry in the construc-
tion of a splendidly useful means of transport, and other advan-
tages to the community which such a means would confer.
One other point which is in favour of the horse should be
mentioned. In ascending a hill a horse is enabled to increase
its tractive power, either by an actual transfer of a part of the
load to its back, or by the virtual transfer by a suitably-
inclined trace, as in the Brigg attachment. Part of the work
to be done against gravity is thus more advantageously per-
formed. This advantage cannot be obtained for the mechanical
horse or motor-wagon by any means at present available.* No
advantage would attend placing most of the load on the front
wheels, unless they were drivers, for the pro|M>rtion of the
load on all the wheels remains the same on the hill while the
vehicle is hauled or pushed as when on the level, although
it is reduced in quantity. This may be shown by the diagrams
Figs. 1 and 2, first used by Mr. T. H. Brigg to represent a
symmetrio four-wheeled vehicle on the level and on a gradient
of 45 degrees or 1 in 1. The vehicle is assumed to weigh
20 cwt., 10 cwt. being on each wheel. A trace is assumed
to be attached at r, Fig. 1, or it may pass r, and be attached
at k, and for simplicity of comparison it is fastened to a
post at k.
It is not infrequently stated that the equality of the loads on
the front and hind wheels, which is here shown while Ihe
• In cases of haulage by road locomotives or tractors this could be ilonc whert
the engine power i- sufficient to utilise incrvawil adhesion.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Febst-aht, 189*
vehicle is horizontal, is lost on ascending a hill by a decrease of
the front wheel load and increase of the hind wheel load, because
the centre of gravity of the load has changed as regards its
vertical position over the ground within the wheel base. It
would be a very serious thing for some motors if this occurred,
but it does uot. Assuming that the 20 cwt. includes the whole
of the vehicle, with its wheels, and that its centre of gravity is
situated at some point below a. To prevent the vehicle from
running back down hill, the trace in Fig. 2 is attached at l, as
it would be to a horse. Now the conditions as to the loads on
the wheels and no pull on the trace in Fig. 1 have changed in
Fig. 2 to the lessened weight of 7 cwt. on each wheel, and a
pull of 14 cwt. on the trace. The points of incidence of the
load on the road are at b b, at right angles to the road under the
axle, as in Fig. 1. The action of the load of 10 cwt. on each
axle is vertically downward, in the direction of the arrows c c,
and joining this line to the point b iu each case by the line d, we
have the direction and a scale of magnitude for the forces shown
by the parallelogram, which gives us a total of 14 cwt. on the
road under two wheels, and a pull of 14 cwt., which has to be
resisted by the horse. If the load ou the wheels changed with
the change of point of incidence of centre of gravity of wagon on
the road, with high load the wagon would turn over, as it would
be outside the rear of the hind wheels. If, instead of by a
trace, the descent of the vehicle be prevented by upward
reaction, as shown by the horizontal lines and small arrows,
the load of 10 cwt. will fall on each, although the vehicle is
inclined the gradient of 45 degrees. The effect of gravity iu
these cases cannot be considered without reference to the forces
resisting it.
It is not my intention to bring before the Association any
illustrations or descriptions of the now numerous forms of light
motor vehicles, most of which have been described many times,
or of the more recent vehicles described by me in November
last before the Society of Arts. I propose rather to deal with
some questions on which I have been more particularly occupied,
relating to the choice of motors aud motor vehicles for the
heavier classes of traffic, and to consider what are the kinds of
work which can be performed with economical advantages by
motor vehicles. With regard to the lighter kinds of business
goods and passeuger transport, wherein, the cost of moving a
given number or quantity over a given mileage is the main
question, there can be no doubt that mechanical haulage will
become cheaper, and offer numerous advantages over horse
haulage. It would, nevertheless, be folly to pretend to a belief
that even for these purposes the motor-car will entirely displace
the horse for some of the miscellaneous work for which its easy
adaptability makes its supremacy secure. The shunting work
performed in crowded railway stations is an example of this,
out only an extreme one, for there is much of the miscellaneous
work of business establishments, farms, and contractors' work
which will ever require the assistance of the artist in haulage,
which a horse is.
For the plain straightforward work, however, which is by far
the largest in quantity, there will be within a year some, and
within two years, many vehicles, which will perform the work
at a profit compared with horse haulage. The actual cost will,
however, vary in different districts and towns, and to give
figures would be misleading. The vehicles which would meet
the requirements of London, or the greater part of it, or of
Manchester, would not suit Liverpool, which has ten main
streets having long gradients varying from 1 in 17 down-
wards, and the mean of seven of which is about 1 in 23.
For working in Liverpool, the average motor vehicle would
require more power than in London. Again, for country
use, as, for instance, carriers' carts and light vans, the motive
power suitable for Kent would be unnecessarily large for
Berkshire, and the motor not economical. The choice of a
motor vehicle and the cost of fuel depend not only on these
questions, but on the answer the intending purchaser will give
to the question as to the gradients, and to the minimum speed
ou them he will be content to demand. It further depends upon
the design and construction of not only the motor, but of the
gearing by means of which the power is transmitted to the
driving-wheels ; and it is on many points in these questions
that the actual cost of working depends. In a general way the
cost of fuel and lubricating. oil for oil motors, and of electrical
ignition, when that is used, may be taken at about Id. per
horse- power per hour, and for mineral spirit motors 1'30<£ per
horse-power per hour. Taking, then, a four-person vehicle,
requiring a three horse-power motor, capable of full legal speed
ou the level, and (with a good gear) somewhat faster than a horse
would walk up ordinary hills, the cost would be about 0'4af. and
0'55rf. respectively per car mile on a mean speed of eight miles
per hour.
For steam motors worked with coke or steam fuel the cost
would be less, the vibration less ; but this kind of carriage-
motor for small vehicles is not yet forthcoming. Steam motors
worked with boilers with oil fuel will probably cost more, but
will be more easily fed and handled, and will offer the other
advantages of steam. These may be sooner forthcoming.
On exceptionally good roads nearly level, or with compensating
moderate gradients, the cost would be less. The cost for heavier
vehicles would be proportionately more. For a good size of
country carrier's van weighing, say, 2-5 tons loaded, about
2-5 horse-power would be required on a good level road for
a speed of 8 miles per hour, or of about 3'75 horse-power for a
speed of 12 miles per hour. It is, however, the heavy gradients
which run up the cost, and as showing the great cost of rapid
hill-climbing it may be mentioned that the 25 horse-power for
8 miles per hour on the level grows to about 10'5 horse-power
for the same speed up a hill of 1 in 20, and about 21 horse-
power if the gradient is 1 in 10. At 3 miles per hour, however,
up a gradient of 1 in 20, only about 4 horse-power is required.
These quantities must, of course, all be increased for dealing
with bad roads, and in all cases they may be doubled for this
purpose ; so that to take 2A tons of vehicle and load up 1 in 10
at 8 miles per hour would require 42 horse-power. I have only
given a few figures by way of example, so as to show the
enormous increase in power required, and therefore of cost,
of high speed up hill. It must also be remembered that the
higher the power applied to a self-moving vehicle, the greater
the rate of wear and tear of everything. The figures serve to
show that mechanical traction may be very economical at con-
siderable speeds on good level roads and at slow speeds Up hill,
but that it is expensive when high speeds are observed up hill.
Not only are high speeds up hill costly for fuel, but they are
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costly because the motors in the first instance cost more, are
larger, and more difficult to stow ; they are heavier to carry
about, they are less efficient on level and good roads, and wear
and tear is greater.
These figures also serve to show how much more consideration
most people ought to have for the horse on hill- roads. The
craving for high speeds up hills canuot be too much condemned.
For heavier vehicles proportionately higher figures obtain.
Having the horse-power required, the cost of oil or other fuel
may be estimated. For very heavy vehicles, such as those
proposed for carrying from five to ten tons, there seems to be
no reason for departing from the opinions I expressed in Liver-
pool last September. Motor vehicles for such loads have not
yet been offered, but when they are, they will generally be slow-
speed vehicles, and built much upon the experience of steam
traction-engine or road locomotive makers. Where the quantity
of material to be moved regularly is very considerable, road
locomotives hauling suitable vehicles will be used ; but for
variety work, a heavy motor vehicle with very high pressure
engine and boiler, and in some cases with condensers, will be
used. Generally, it does not appear that there will for the
present be very much change on usual practice. The law now,
however, permits the use of road locomotives under conditions
which will stimulate the production of a high class of motor-
wagon of large freight capacity, and low dead weight. A road
locomotive under the Act may weigh three tons unloaded, and
without fuel, water, or accumulators, or with an attached wagon
it may weigh four tons unloaded.
The three tons rule is more favourable than the four tons rule,
especially for hilly districts, as the load may be made available
for adhesion, and a motor vehicle weighing three tons empty
may possibly be made to carry five or six tons at moderate and
slow speeds, and in some districts haul a vehicle weighing one
ton and carrying from two to three tons.
Estimate of Cost of Hauling 20 ton* nett 35 miles per day by lloud
Locomotives.
£ s. d.
Special road locomotive 895 0 0
Four special wagons 15 feet by 7 feet 400 0 0
Three spring drawbars 15 0 0
Interest on £1,310 at 5 per cent.
Depreciation at 10 per cent
One driver at 30*. per week
One steersman at 20*. per week....
One assistant at 18s. per week ....
Oil waste, &c., 200 days at 2*. 6rf.
Coal, 200 days at 10 cwt., 100
tons at 15*. per ton
».
i
'1,310
0
0
£
£
*.
d.
05
10
u
131
0
0
196
10
0
78
0
0
52
0
0
47
0
0
25
0
0
75
0
0
277
0
0
l ....
£473
10
0
Total expenditure per annum
Taking 20 tons each trip, being loaded both ways, journey
(35 miles) to be done in one day% at 200 working davs = 140,000
ton miles per year = about OSd. per ton mile ; add Old. for
unforeseen contingencies which may arise, and the cost will be
under a penny per ton mile. Three wagons will be used behind
each engine ; one wagon held in reserve. The wagons will
weigh about 3$ tons each, making the gross load hauled equal
to about 30 tons, exclusive of weight of engine.
The vehicles have, however, yet to be designed, or at least to
be made, and at present the steam cart-horse, or traction-engine
is the only means available for conducting continuous heavv
traffic over common roads. By these means, however, it can be
shown by trustworthy estimates, based on years of actual
practice, that the cost of carrying heavy goods in 20-ton trains,
consisting of an engine and three wagons, need not exceed
about Id. per ton per mile, or, say, 3*. per ton for a 35-mile
journey. This estimate includes engine, four wagons, one
being for reserve, drawbars, brakes and fuel, oil, interest,
depreciation at 10 per cent., and labour. I append a detailed
estimate, as made by Messrs. C. Burrell and Sons, for a 35-mile
traction-train service, and the experience of other well-known
firms, including Messrs. Fowler and Co., Messrs. Ransomes,
Simms, and Jefferies, Messrs. McLaren Bros., and others, will,
I believe, confirm it. So long as present restrictions are in
force, Messrs. Burrell propose to run the trains at night,
returning the next night, but when these restrictions are
removed, better running could uo doubt be made during the
day.
To haul 3,000 tons per day would require 150 trains, making
a loaded trip each way at a total cost for rolling stock, including
150 spare wagons, of £196,000. Motor-wagons for the same
quantity conveyed, each motor-wagon carrying five tons, would
cost £240,000, but the speed would be five miles per hour
instead of four. This, however, would not be any useful gain on
a trip such as the 32 miles between Liverpool and Manchester,
aud the number of men required per ton mile, even if each motor-
wagon hauled one wagon, would be much greater than with the
traction train.
Now assuming the traction trains to be adopted for this
purpose, it will be readily seen that for such a constant service
the roads would have to be specially prepared, and something in
the nature of a plate-way, as proposed by Mr. Holt, would be
required. No ordinary macadam road would be suitable, even
with the wood-tread wheels for the wagons, and the rubber tyres
used by Messrs. Burrell for the engines.
The road question thus presents itself as an important one in
this problem, and for sued a line of traffic as that under con-
sideration, the facilities offered by the Light Railways Act,
1896, demand careful attention, while the handy road locomotive
will claim for its own the work of local collection and distribu-
tion by means of wagons which will run on either ordinary road,
plate-way, or rails. For this purpose numerous handy road
locomotives will be required, and the well-paved streets of the
greater part of Liverpool are well-suited to the work.
That mechanical haulage on common roads will be a feature
of the near future for a large proportion of all the transport, and
much of the passenger work of streets aud roads, canuot be
doubted ; but the lighter vehicles and goods vans are at present
most promising. For lines of continuous heavy traffic, such as
that proposed between Manchester and Liverpool, there can be
little doubt that the provisions of the Light Railways Act will
modify procedure. The consideration of the conduct of heavy,
continuous traffic thus leads me beyond the subject of this paper,
as I do not consider that even haulage on tramways comes
within it. How far the successful use of gas engines on tram-
ways, as at Dessau, Dresden, and Blackpool, may be taken as an
indication of possibilities for motor vehicles I am not pre-
pared to say. It may, however, be useful to lecord the fact
that at Blackpool the cost of gas per car mile for 40 passenger
cars, and with gas at 3*. per 1,000 cubic feet, has fallen to
r005rf., the consumption of gas per car mile, on a week's
average during wet weather, when the rail-resistance is lessened,
being only 28 cubic feet. In dry weather it will sometimes
reach 35 cubic feet, when the cost is 1 "25rf. per car mile. The
cost of haulage by gas engines is thus very low as compared
with horse-power involving the keep of from 9 to 11 horses per
ear, a sum for renewals which includes from two to three new
horses per car per year, aud usually costs over 5<f. per car mile.
As with motor-cars, however, the cost per car mile de)>end8 very
much upon the gradients, but as the cars are fitted with a low
speed for hill climbing the iucrease is limited, and the arrange-
ment of clutch and gear adopted by the Gas Traction Company
permits the change to be made without shock.
The system of gas-cars used is known as the Luhrig, but a
number of patented improvements have been made by the
Traction Company which add materially to the success of the
system, but it does not appear likely to coni]>ete with oil motors
for light long-distance motor-cars.
The use of electricity in the propulsion of motor-carriages
can hardly be said to have made any important strides. As
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Kesri-ahy, 1897.
I have elsewhere said, this is almost entirely a question of
secondary batteries or accumulators, and in particular it is
a question of their strength more than of their capacity or rate
of discharge. The London Electric Cab Comiiauy is now preparing
to construct cabs of usual passenger capacity, and to be worked
by secondary batteries, which will be carried in changeable
boxes, weighing in all 12 cwt., carried under the cab, arrange- '•
meats being now worked out for receiving the cab, removing
its spent battery box, putting in a box of newly-charged
batteries, and releasing the cab in three minutes.
The heaviest motor-car work done by secondary batteries at
present is the experimental running of the London Electrical
Omnibtia Company's omnibus, weighing 225 tous, without its
cells, of which there are 70, each weighing alxmt 23 lbs., or a
total of 1,610 lbs.
The St Pancras Vestry are considering the use of electrical
motor refuse-collecting vans, and having their own electric
supply station, it is proposed, to supply the charging current
during the day, when the electric lighting load is small, at
id. per unit, or 1,000 Watts. The vans are estimated to weigh
1 ton 2 cwt., motor and gearing 6 cwt., and batteries 12 cwt.,
the total weight of the van unloaded being thus 2 tons. Each
van would carry 26 cwt., and cost complete £208, of which
£63 is for accumulators and £65 for motor and gearing. The
traction power required per ton of a four-wheeled van of the kind
proposed, has been found, according to some published reports,
to be 078 horse on dry level macadam, and l-28 horse on the wet
gravel road. These figm-es become 17 horse and 2'2, on a
gradient of 1 in 26 at a low speed. It is estimated that
a saviug of about £30 per year, per van, would be made,
assuming 2d. per unit for current, the use of one horse-
power per ton on an average, and allowing 20 per cent,
depreciation on accumulators, aud 9;;. 6d. per day for a horse
and man.
There caunot be any doubt that secondary batteries will ere
long be made capable of withstanding such jolting as cannot be
avoided, with a good method of suspension of the eell-carryiug
lx>x, and some such form of cell as the Fitzgerald afluidic, will
probably contribute to this result, or the Faure-King E.P.S.
cells with celluloid envelope. The rates of discharge per lb. of
these two kinds are given respectively as PI and 0 9 amperes
per lb. gross weight, and the specific capacity in ampere hours
j)er lb. gross weight 336 and 45. The capabilities of secondary
batteries are thus much higher than formerly, and with the
improvements in their mechanical properties the extension of
their use for what may be considered the rather heavy work of
omnibuses may become practicable.
Here I must leave the haulage question and regret that the
length _ of time now taken compels me to omit detailed con-
sideration of the various motors— oil, gas, spirit, steam, and
electrical— some of which are made under important patents
although the mere cycle patents, such as the Otto, have lapsed,
and on which much might be said in their suitable application
to motor vehicles.
The Chairman, in moving a vnto of thanks to Mr. Beaumont,
said, according to the paper, it would be some time before a
design for heavy vehicles would come. He (the chairman)
regretted thai, and wished it would come about this year. The
machine one would like to see would be one that would entirely
obviate transhipment.
Mr. H. P. Boulnois, in seconding the vote, said he agreed
with Mr. Beaumont in what he had said about speed. High
speed-running engines were a mistake in many ways.
Mr. R. Bennett controverted a misconception which appeared
to exist that mastei carters could haul goods at Id. per ton per
mile. Though the actual cost of haulage might be low, the
expenditure at terminals brought this up to a figure that left a
by no means considerable margin.
The motion was then put and carried unanimously.
A Scotiish branch of the Self- Propelled Traffic Association
has now been definitely established, with Messrs. Mitchell and
Smith, C.A., 59, St. Viuceut Street, Glasgow, lion, local
secretaries
THE AMERICAN MOTOR LEAGUE.
C
The following are extracts from the " Constitution " of this
body : —
Art. I. See. 2. — The purposes of this Association shall be the
advancement of the interests and the use of motor-vehicles.
This shall be done by reports and discussions of the mechanical
features, by education and agitation, by directing and correcting
legislation, by mutual defence of the rights of said vehicles when
threatened by adverse judicial decisions, by assisting in the
work of constructing better roads, better sanitary and humane
conditions, and in any other proper way which will assist to
hasten the use and add to the value of motor-vehicles as a means
of transit.
Art. II. Sec. 1. — Any man or woman, 18 years of age or over,
of good moral character and respectable standing, friendly to the
motor-vehicle and its interests, shall be eligible to membership,
and may become a member by application to the secretary of
the Leaguf .
Art. II. Sec. 4. — Active members shall pay an initiation fee
of 2 dollars and an annual fee of 1 dollar, payable in advance.
Our contemporary, Industries and Iron, commenting on the
foregoing rules, says : — " From these it would appear that those
responsible for its inceptiou — aud the subscriptions of its
members— have not set their subscriptions at quite so high a
figure as have those responsible for the inauguration of the British
' Motor-Car Club,' although, so far as we are aware, the latter
did not so particularly insist upon the ' moral character ' and .
' respectable standing ' of its members. Perhaps this was wise
on their part, having in view the fact tliat they themselves laid
no especial claim, iu forming it— nor since, so far as we know-
to possess any very great abundance of these traits."
The English and French of equivalents Weights, Measure*,
aud Distances are fully set out and explained in The Automotor
AN1> HORSKLKSS VEHICLE DlAHY AND POCKET-BOOK for 1897,
which contains over 100 pages of information. Price 6rf. ; post
free, 7f/., of Messrs. F. King aud Co., 62, St. Martin's Lane,
London, W.C.
To popularise motor-cars no method is likely to be more
effective than enabling the public to practically use them. We
therefore gladly welcome the offer now made through our
advertising pages to book seats for a trip to Brighton and back.
No doubt at first the fee will have to be fairly high, especially
as we understand the particular carriage in question is a private
one built to carry two passengers. We should not be surprised
if the advertiser receives more applications than he can possibly
provide for, which will probably result in others coming forward
and creating a regular motor-car service between London aud
London-on-Sea. Success to the enterprise !
A Motok-Car Show for Ditndee. — Recently much interest
has been manifested in connection with the cycle and motor-car
shows which have been held in various parts of the country.
List week one took place iu Edinburgh, and was attended with
so much success that a number of Dundee gentlemen interested
in cycling have resolved to ■ promote one in Dundee. The
Kinnaird Hall has been booked for the week beginning Monday,
April 26th, and already there has been a large demand for floor-
space from Cycle Companies and agent*. A feature of the show
will be the exhibition of motor-cars from different parts of the
kingdom.
A definite start has been made this week to take advantage
in a practical form of the facilities given under the New
Locomotives on Highways Act for carrying goods by n>ad.
Messrs. Elder, Dempster, and Co., the well-known Liverpool
shipownei's, ask tenders for nitchauical haulage of about 1,0<K)
tons per week between Liverpool and Manchester, aud we do
not doubt there will be several firms who will be premued to
avail themselves of the invitation, full particulars of which will
be found in our advertisement column*.
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LAW REPORTS.
The History of Pneumatic Tyres.
Tub Pneumatic Tyre Company (Limited) v. Marwood and
Cross action was commenced before Mr. Justice Homer on the
9th inst., and is brought by the plaintiff Company against a
tirm of cycJe manufacturers carrying on business at Nottingliam
for an injunction to restrain them from infringing Welch's
patent (the property of the plaintiff Company) for pneumatic
tyres for bicycles, &c The defence set up dv Messrs. Marwood
and Cross is that of prior use. They allege that a person named
Boalton made tyres in London in the early part of 1891 similar
to those described in Welch's specifications — at a period nine
months before Welch's patent was granted.
Mr. Fletcher Moulton, Q.C., Mr. Roger Wallis, Q.C., Mr.
Walter, and Mr. Graham appeared for the plaintiff Company ;
and Mr. Thos. Terr* 11, Q.C., Mr. Houghton, and Mr. Peter
Rylands represented the defendants.
Mr. Boultou and a number of other witnesses gave evidence
in support of defendants' allegations, after which the plaintiffs
called rebutting evidence. ,
Mr. Harvey Du Cros, the Chairman of the Dunlop Company,
was called, and said that when he brought over the pneumatic
machines from Ireland he did not believe there was a single
pneumatic machine in London, and he did not believe that
tyres of this pattern were made at the period which the
defendants' witnesses alleged. He was appointed managing
director at the end of the year 1890, when the trade was being
developed. The tyres and the covers were both hand-made.
Pneumatic tyres were seldom seen in 1890, and it was quite a
matter of favour to procure one then. At Whitsuntide of 1890
lie and his three sons came over from Ireland, and used pueu-
matic tyres at amateur races in various towns, when they were
a. novelty. At that time there was no such thing as a detachable
tyre on the market. Then, in the year 1891, in the month of
April, one of their workmen invented one that was afterwards
I ia ten ted in the joint names of the inventor and himself, and
called the Roberts and Du Cros tyre. In the same year (1891)
the Company purchased Woods' patent for valves and defla-
t iou. Before that they had to cut the tyre to get the air out.
Woods' was the first screw valve. Cushion tyres followed the
pneumatics. The former were not common earlv in the year
1890.
Criss-examined on behalf of the defendants, witness said that
lie was sure he did not know of any detachable tyre in 1890
In 1889, the moment pneumatic tyres appeared, there was a
universal condemnation of them in the Press. The objection
taken to them at first was that they were unreliable beciuse
they slipped. At the close of the year 1890 the merits of
pneumatic tyres were largely admitted, and cushion tyres were
discarded.
Amongst other witnesses called by the plaintiffs and cross-
examined by the defendants was Mr. Jelly, trade manager of
the Beeston Company, who stated that his Company turned out
4,000 tyres or thereabouts a week, and that when an action was
brought against his Company by the plaintiffs he was most
anxious to endeavour to obtain evidence of anticipation in 1890,
and called on Bolton for the purpose. It, however, did not
appear that Bolton made tyres with wires in the pockets in
1890, and that Mr. Lawson pressed Bolton for documentary
proof. Mrs. Bolton said they found they were one year out, the
tyres being made in 1891 instead of 1890. The action again.it
the witness's Company was settled, but he was absolutely
ignorant on what terms. The Boltons' statements were of no
use to him. He gave them a sovereign.
Witnesses were called by the plaintiffs to rebut the defendants'
evidence, including the captain of the Kingsdale Cycling Club
iu 1891, of which Bolton was a member. This witness stated that
he himself bought his first pneumatic tyre in May, 1891, and
had previously, in 1890, ridden with Bolton, and never
remembered Bolton, in 1890, having or mentioning pneumatic
tyres. In cross-examination, the witness said he could not
remember how many times he saw Bolton ride in 1890. He
himself did not miss more than two or three club rides, and the
club-book would show the names of the riders. The witness, on
re-examination, stated that he had no wish to go against Mr.
Bolton, and had no interest, pecuniary or otherwise, in the case.
Another witness, a member of the club, said that the first time
he heard Bolton speak of pneumatic tyres was in 1892, nor had
he seen any in Bolton's place in 1890.
Mr. Henry John Lawson, called by the plaintiffs, said that he
was acknowledged to be the inventor of the safety, and the
founder of its business. For the purposes of the Beeston
Company action he scoured the country. He went and saw
Bolton. Bolton showed him a bit of brass, &c, as one of his
experiments. Witness told him he would pay him handsomely,
and asked him for any proofs he could give that he had ever
made any pneumatic tyres with wires. He also went with
Jelley, and on reference to a document, mentioned by Mrs.
Bolton, as fixing the date of making the articles in 1890, and
which, on this second occasion, had been produced, it was found
that the document fixed the date as in 1891. So there was
nothing more to be done. It was not the case his Company got
a licence from the plaintiffs on very favourable terms. It
turned out favourably because his Company got larger. The
witness declared, amongst some laughter, that he " was not
taken up by Mr. Hooley." What he wanted to get for his
action was documentary proof of prior user, and he could not
get it. He was now very much interested in supporting the
Welch patent.
The Editor of the Cyclist since 1879 was called, and stated that
the Dunlop came out in 1889. At the end of 1890 pneumatic
tyres came iuto use, but it was a matter of favour early in 1891
to get them. In 1890 the only valve in use was the Dunlop
one, and the tube had to be cut for deflation. The first cushion
tyre was shown in the Stanley Show at the Crystal Palace early
in 1890, and was very large, and was humorously styled by its
exhibitor — The Rheumatic Tyre.
The evidence having been concluded, Mr. Moulton, Q.C., for
the plaintiffs, addressed the Court.
After the mid-day adjournment on Friday last, which was the
seventh day of the action, counsel for the defendants said he
could see that Mr. Justice Romer was not in his favour, and
that he would be glad to have an expression of his view.
Mr. Justice Romer said that he could not say that the
defendants had proved to his satisfaction the burden that vai
laid upon them. There was a good deal of truth in their evidence
he dared say, but it was much mixed up with what was not true.
It would be a painful thing for him to have to analyse the
evidence, as he would have to say a good many things he would
rather not say. He should be glad if the matter could stop
here.
Counsel accepted this intimation, and Mr. Justice Romer said
that he would say nothing then except that the case of the
defendants, not having been made out to his satisfaction, there
must be judgment for the plaintiffs, with costs.
A Motor-Car Accident.
CHARU4S v. Arnold was an action heard on Friday, the 29tli
ult, before Mr. Justice Hawkins and a common jury, in which
the plaintiff claimed compensation for injuries suffered by him in
the course of an exhibition of motor-cars and cycles at the
Imperial Institute on May 1st last
Mr. Hawtin and Mr. Scrivener were for the plaintiff; and
Mr. Dickens, Q.C., and Mr. Hohler for the defendant.
The plaintiff was a photographic journalist, and his business
was to attend exhibitions and other public functions, to take
photographs of certain things, and, if necessary, to write a
description of what took place. In pursuance of his calling, he
went, on May 1st, to the Imperial Institute, where there was a
procession of motor-cars. His case was that he spoke to some
of those who had authority in connection with the show that
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Fmbuabt, 1897.
was to take place, and by them he was shown into the enclosure
where the procession was to be, and to a point from which it
would be convenient to him to take photographs. Whilst he
was engaged in photographing a car surrounded by Lord Lat hom,
Sir Somen* Vine, and a number of other gentlemen, a car which
belonged to the defendant came along in a procession, and
when near the plaintiff it suddenly turned to the left, bore
down upon him, and crushed him and his photographic machine
against the barrier. The defendant assisted the plaintiff,
offered him brandy, gave him £2 10*. as compensation, and
hoped to hear no more of the matter. Charles, in his evidence,
said that he joined in this hope, and he tried to go on with his
usual work, so as to realise the season's profit. At the end of a
week, however, he had to go to a doctor. There was then no
objective evidence of injury, but the plaintiff experienced certain
pains, and he submitted that the £2 10s. was by no means
enough to compensate him for the injuries which he had suffered
and the expenses to which he had been put in connection with
the accident.
In the course of the case a placard was produced, which was
headed " Display of Motor-Cars and Cycles, and said, " Visitors
are requested not to stand or walk inside the enclosure near the
demonstration. Any visitors disregarding this will do so at
their own risk." The plaintiff said that he did not take any
notice of this, and did not regard it as addressed to him, as he
was not there in the character of an ordinary visitor, but as a
Press representative.
Mr. Dickens, upon the conclusion of the evidence for the
plaintiff, submitted that no case had been made out by him. It
had not been shown that there was a breach of any duty which
the defendant owed to the plaintiff ; nor was there any evidence
of negligence on the part of the defendant. He had, however,
videnca upjn the question of negligence.
The jury intimated that they would hear that evidence.
Mr. Clark, superintendent of the garden of the Tmperial
Institute and of the enclosure, said that on the day in question
it was what was called a "trial day " in reference to a future
exhibition. Men were posted to warn people not to enter the
enclosure, and to point their attention to the noticei>. The men
were told not to allow anybody whatever within the enclosure,
unless they were connected with the Institute or connect ed
with the Motor-Car Exhibition. As to the plaintiff, witness
told him personally that he would not grant him admission to
the enclosure, and the fact was that he did not grant admission
to the enclosure to any other Press man on that day.
In the course of the evidence for the defence the jury handed
a written communication to his lordship, who, in his turn, sent
it to the counsel in the case.
In the result a juror was, by consent, withdrawn.
The "Silent Tyre" Patent.
On Tuesday, the 3rd inst., a petition was heard by the Judicial
Committee of the Privy Council for the extension, by an
additional 14 years, of a patent for "Improvements in the
manufacture of grooved tyres for wheels." The petitioners
were William Hasselwood Carmont, consulting engineer (the
inventor and patentee), and the Shrewsbury and Talbot S.T.
Cab and Noiseless Tyre Company (Limited), which Company
acquired the rights in the patent in 1888 from the Earl of
Shrewsbury and Talbot, who acquired them from the new
Noiseless Tyre Company, to whom the rights had been trans-
ferred by the old Noiseless Tyre Company, which went into
liquidation. The ground of the application for the extension of
the patent was that since noiseless tyres had become popular,
there had not been time to obtain adequate remuneration for
the time and outlay expended upon the invention, which was a
very valuable and useful one, and the validity of the patent had
Wen proved by actions in the High Court. The application
was opposed on the ground that the inventor had been
adequately remunerated, and that a further extension of the
patent rights would be contrary to the public interest.
Mr. Cozens Hardy, Q.C., Mr. Wilkinson, aud Mr. Cozens
Hardy, jun., appeared for the petitioners ; Mr. Alexander, Q.C.,
and Mr. W. Baker for various opponents ; and Mr. Sutton for
the Crown.
Counsel having been heard on both sides,
Lord Herschell, in delivering the judgment of their lordships,
said it had been proved from statistics produced to the satis-
faction of their lordships that the profits derived in respect U\
the patent exceeded £25,000, and as their lordships considered
this to be adequate remuneration, the petition would be dismissed
with costs.
The petition was dismissed accordingly.
;£i5 by Consent towards a Dividend on
j£3,ooo,ooo.
Ik the Court of Queen's Bench on Friday, the 22nd nit.,
Mr. Fletcher Moulton applied for an injunction to restrain the
Hon. C. S. Rolls from infringing in this country the British
Motor Syndicate's patents, by using a Peugeot carriage operated
by a Daimler motor. In the result it was arranged that the
sum of £15 should be paid as nominal damages, each side
paying their own costs, 'leave being given to the defendant
to continue to use the carriage against which complaint was
made.
AUTOCAR COMPETITION AT THE
BRUSSELS EXHIBITION.
We have in a previous issue given some particulars relating to
this, and we give herewith a translation of the municipal con-
ditions of the autocar competition to be held this year. The
competition will be divided into two main classes, one for auto-
motive carriages running on ordinary roads, and the other
for autocars aud locomotives to run on rails. The general
conditions are as follows :— The competition for autocars
running on ordinary roads is subdivided into two classes : («)
for passenger carriages ; (A) commercial vans. The competition
is open to all vehicles propelled by other than muscular means,
aud has for its principal object to encourage commercial produc-
tion of the various carriages entered . The commercial production
has to be considered from two points of view : (a) the cost of the
outfit, compared with the capacity for carnage, and (b) the actual
price ]>er unit carried. The unit for the carriages of the first
class to be one passenger, and for those of the second class to be
100 kilogrammes. The competition will open on the 1st of
May, and will end on August 31st. The jury in charge of the
awards will be elected at the opening of the exhibition, and will
commence their duties at once. Each competitor will be called
upon to work regularly a course prescribed for him in the trial
ground ; to declare the price at which he is prepared to furnish
his machine aud other apparatus in connection with it ; to give
all information as to its working, cost, the cost of repairs, and
the method of working it ; and he must also insure himself
against the risks run in using his engine, vehicle, and apparatus.
As International Exhibition of Motor-Cars, Cycles, &c, is
announced to be held in London from March 25th to April 15th,
1897. The actual location is not publicly stated, but we under-
stand from those responsible that a specially suitable hall has
been secured, and that already important support is assured
from not only some of the chief French makers,- but also by
many of the leading British firms who are interesting themselves
in the industry The Organising Committee consists of Mr. C.
Laroche as foreign delegate, Mr. A. Villers, and Mr. W. M.
Paterson will act as secretary, the offices being at No. 23, Pall
Mall, London, S.W.
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203
THE
FOUCHER-DELACHANAL
CARRIAGE.
MOTOR-
The accompanying illustrations, Figs. 1 and 2, show a plan and
elevation of a motor-carriage made by Messrs. Foucher and
Delachanal, of 3, Rue Taylor, Paris. The vehicle illustrated is
arranged to carry three persons, two at the back and one in
front. The frame of the carriage is built of steel tubing (as will
be seen from Fig. ]),in which the seats, the steering-handle, and
the speed-changing lever are, however, not shown. A petroleum
FifiS. 1 and 2.
spirit motor of three horse-power is employed, but beyond that
it is fitted with two horizontal cylinders. The feature of the
Foucher- Delachanal carriage is the method employed to obtain
the inclination of the wheels usually adopted by carriage builders,
this being shown in Figs. 3 and 4. The variable-speed gear is
also claimed to be of a special kind. Three rates of speed are
provided, a section of one of the pulleys on the engine shaft
being shown in Fig. 4. The cones, m, which are fixed to the
shaft, are made of brass, faced with compressed pulp. The
pulleys, I; themselves are mounted on ball-bearings, and run
loose, when not in contact with the friction cone. Altogether,
there are four sets of driving and driven pulleys, three, with
crossed belts for the forward motion, and one, with direct belt,
Fios. 3 and 4.
for the backward motion. The different pulleys are brought in
contact with their respective friction cones by means of a lever
fixed at the light hand side of the carriage. The power is
transmitted to the driving wheel through the intermediary
shaft, c, the inclined gear wheels, d and e (Fig. 3), and the luual
chain and chain wheels. The vehicle is claimed to be exceedingly
light, the one illustrated weighing 270 kilogs. (594 lbs.). The
frame-work aud propelling mechanism being complete in them-
selves, any form of carriage body can be fitted to them. We
are indebted to La Locomotion Automobile for the illustrations.
CORRESPONDENCE.
We do n->t hold oursitves responsible for opinions expressed 4y
our Corretpondentt.
The name ani address of tht mrittr (not mcesstrilti for pub'ici-
Hon) KCTST in all cites accompmy letters intended for insertion,
or containing queries.
BRITISH MOTOR SYNDICATE (LIMITED) v. HON.
C. S. ROLLS.
To the Editor of The Actomotor and Horseless Vehicle
Journal.
Dear Sir, — In response to your request and to those of
various persons interested in automobile affairs, I here place
before you the true facts relating to the above recent action,
which you are at liberty to insert as proposed in your journal.
Being unable to purchase a car from the Syndicate, aud having,
therefore, the intention of going over to Paris to purchase one,
I wrote to Mr. Lawson and the British Motor Syndicate as to
who represented the firm of Peugeot in England, but they
" regretted their inability to give me the desired information,"
and mentioned nothing about their patent rights for that firm.
In October last I imported a Peugeot carriage from Paris, and
the Syndicate has since sued me for infringement, which they,
however, acknowledged was merely technical, and as they also
acknowledged that I had acted throughout in good faith, the
following terms were arranged by them with my solicitors : —
1. That I should submit to an injunction against infringement
of their patents.
2. That they should pay their own costs.
3. That in consideration of a nominal payment of £15, they
would give me perpetual license to use my car.
It will thus be clearly seen that, not being inclined to incur
the trouble and expeuse of disputing the validity of their
patents, I did not content same, but agreed terms which could
have been carried into effect out of court had it not been that,
as in all cases where the defendant is under age, the cousent of
the judge was in this case necessary.
There have been in your contemporary, The Auloe tr, glaring
advertisements about patents being upheld, the inaccuracy of
which statements is evident from the fact that no discussion as
to pateuts was entered upon, anil the case was not fought out
for reasons above explained. There are also statements to the
effect that " nominal damages were asked for and ordered by
the court to be paid " ; as a matter of fact no damages were
even claimed. Trusting the facts are clear. — Faithfully yours,
C. S. Rolls.
South Lodge, Rutland Gate, S.W., Feb. 9th.
THE GREAT HORSELESS CARRIAGE COMPANY.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — Might one inquire what has become of the Great Horse-
less Carriage Company (Limited) — capital, £750,000, of which
£500,000 was paid to the British Motor Syndicate / 1 am led
to ask thisquestiou because, as far as can be gathered, little or
no reference was made to the concern on the occasion of the
Loudon to Brighton run, and now I understand that no mention
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204
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [FuBBrxBY, van.
was made of it on the occasion of the British Motor Syndicate
meeting at Coventry. The shareholders who visited Coventry
inspected the Daimler Motor Works, the manufactory of the
mysterious Pennington motor, the processes of Huraber and
Company, and apparently the works of the British Motor
Syndicate, but from start to finish there was no reference to
the Great Horseless Carriage Company. It will be observed,
by the way, that the Pennington motor is constructed at the
Motor works, though apparently the patents have passed out of
the possession of the British Motor Syndicate. If, as is
suggested, the works of the British Motor Syndicate and the
(ireat Horseless Carriage Company are identical, it appears to
me that possibly shareholders of the Great Horseless Carriage
Company may presently be shown the same works as theirs ! In
fact, the whole arrangement looks somewhat like the cast of an
ancient farce : —
Box „ The Great Horseless Carriage Company.
Cox The British Motor Syndicate.
Bouncer (His Original Character) H. J. Lawson
The £10 fully-paid shares of the Great Horseless Carriage
Company are now valued at £2 to £3 in the open market.—
I am, ki: A Shareholder.
A REVERSION TO STEAM.
To the Editor of The Autohotor and Horseless Vehicle
Journal.
Sir,— In your issue of last December you did me the honour
to insert a rough sketch of a self-propelled carriage. The
motive power proposed was a combination of oil-motor and
dynamo ; but further consideration of pros and cons has induced
me to follow an illustrious example and look to steam as the
most practicable power to employ. In order, however, to
minimise vibration, I should be inclined to adhere to the same
form of vehicle, the rear portion being mounted on a four-
wheeled trolley carrying the steam plant, springs being inter-
posed to absorb as much as possible the shaking due to the
engine. An advantage of this arrangement would be that the
main weight of the vehicle and motor would-be distributed
between two pairs of wheels, both (it may be added) being
driven.
Another advantage perhaps would be that the motor, being
quite distinct from the carriage proper, could be detached for
repairs and its place taken by another if necessary. The large
steering-wheels (shown before) are designed to facilitate the
passage of the vehicles over obstacles and irregularities. In
conclusion may I suggest that information as to the applicability
of the Serpollet system to small powers (such as one-horse)
would be interesting ? — I am, &c,
A. J. Allen (Member S.P.T.A.).
London Institution,
Finsbury Circus, E.C., Jan. ihid.
. P-S. — One of the numerous advantages of steam is the possi-
bility of applying its pressure directly to the crank of the driving-
wheel. Why cannot this be done on such a self-propelled car
as well as on a locomotive ? Also, is not a pneumatic tyre a
refinement quite out of keeping with heavy steam machinery ?
Personally, I should prefer a good iron tyre capable of standing
rough usage, and old-fashioned compression wheels to match.
MR. LORRAIN AND VAPORISATION.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir,— In your issue of the 18th ult I notice a letter from
Mr. J. G. Lorrain. For the benefit of your numerous readers
I will repeat what I have already informed that gentleman,
viz., that I did not refer to the method of vaporising he
mentions. I experimented with it some time ago and found
it of no practical value. This is corroborated by the fact of
its not being in use, and I am sure Mr. Lorrain himself cannot
have been successful with it.
I should like to know if Mr. Lorrain has yet found his papers.
It is a month ago since I asked him to refer to them and correct
himself respecting his dates. — Yours faithfully,
Walter Rowbotham.
27, Vittoria Street, Birmingham,
Feb. 8th, 1897.
GREAT HORSELESS CARRIAGE AND NEW
BEESTON COMPANIES.
To the Editor of The Automotor and Horseless Vehicle
Journal
Sir, — I think it is a great pity that Lord Winchilsea should
resign the chairmanship of the Great Horseless Carriage
Company. It would be vastly better if his lordship would
remain on the Board and co-operate with the large number of
shareholders who would doubtless be willing to try to regain some
of their money. The resignation of Lord Winchilsea, like the
resignation of Mr. F. W. Shorland from the New Beeston, leaves
the management of these companies in the hands of a number of
persons who do not appear promising directors. The result of
their management is illustrated in the prices. The £100,000
worth of £10 shares of the Daimler Motor Company are now
worth, roughly speaking, £40,000. The £750,000 capital of the
Great Horseless Carriage Company would now fetch little more
than £200,000. The £1,000,000 of the New Beeston Cycle
Comitany is practically unsaleable. The investing public have
not benefited much by the methods of Mr. Lawson, and the
application of those methods is facilitated when gentlemen in
the position of Lord Winchilsea resign. — I am, &c,
A "G. H." Shareholder.
Feb. 2nd, 1897.
AN OFFER OF LANTERN SLIDES.
To the Editor of TnE Automotor and Horseless Vehicle
Journal.
Sir, — There are but few districts in England where people
really know what a motor-car is, and it probably may be a year
or more before the new vehicles are common in all our country
towns. Lectures on mechanical traction have been well
attended, and have doubtless been the means of interesting
some people in the carriages of the future.
I have a collection of about forty lantern slides, commencing
with Hancock's steam carriage of 18.33, and fairly representing
what has been done up to the present time. I shall be happy to
lend these to any responsible individual for lecture purposes.
Unfortunately some of them are rather dense, and require a good
light — Yours, &&, John Henry Knight.
Barfield, Farnham, Feb. 4th, 1897.
PATENT WHEELS.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Dear Sir, — I notice in your journal for January a lecture
delivered at the Royal Institute, Liverpool, by Mr. G. F.
Thompson, consulting engineer, Liverpool, the subject being
"The Motor Wagon Scientifically Considered." Where he speaks
about the wheels, their construction and their obstructions, I
fully agree. It is rather remarkable that further on in the
same journal, pages 167 and 168, 1 find a letter from Mr. W. P.
W. Weatherill, of Manchester, re his patent wheel which appears
to me to meet Mr. Thompson's views.
Now being a coach builder myself and interested in wheels,
I applied to Mr. Weatherill for the particulars of his wheel, with
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205
the result that he has supplied me with a bicycle fitted with his
patent wheels, which I have cone thoroughly into, and find it
does its work well and easy, and really makes a pneumatic tyre a
superfluity.
I am so impressed in favour of the wheel that I have placed
my show-room at his service, so that anyone calling ana pro-
ducing their card can see it.
It is really a wheel within a wheel, the centre wheel is about
one-third the diameter of the larger wheel. In the larger or
hubless wheel an adjustable groove is formed, in such groove the
small wheel rolls ; the said small wheel is supplied with a double
cushion rubber tyre, the larger wheel with a solid rubber tyre.
The small wheel is also smaller in diameter than the. groove
it rolls in. When the larger wheels meet with obstruction the
small wheels roll forward in their grooves and press the large
wheels over the obstruction without a jar, even if the obstruction
is a brick.
It does not matter which way the wheel is going, the effect is
the same either way, and also when back pedaling the small
wheel acts as a brake to the larger wheeL The wheel can be
applied to any kind of wheeled vehicle, it is simply a matter of
size and strength to be considered for the work intended.
For carriages and autocars I consider the rubber tyre on the
smaller wheel (which cannot possibly get out) is quite enough to
check jars and vibration, and the usual iron tyre may be used
for the larger wheel, which is much cleaner for carriage and
autocar use. — Yours truly, John Williams.
Station Approach Road, Manchester.
1897.
Jan. 4.
MAXIM MOTOR COMPANY.
To the Editor of Thk Automotor and Horseless Vehicle
Journal.
Sir, — Having noticed a paragraph relating to the registra-
tion of the " Maxim Motor Company," capital £7, for motors,
launches, flying machines, &c, and having received several
communications relating to the same, I l>eg to state that neither
myself nor my associates have any connection whatsoever with
tbe said Company, neither have we authorised auyone to exploit
the motors which we are now making. The seven shareholders
whose names appear as organisers of this Company are com-
pletely unknown to me. — I am, Sir, your obedient servant,
Hiram S. Maxim.
18, Queen's Gate Place, S.W., Feb. Atlt.
NEW INVENTIONS.
Claiming particularly to apply directly or indirectly to Motor
Vehicles, Src.
Compiled for "The Automotor and Hobsilbss Vkhiolb Journal"
by Hbrbibt Haddan and Co., Registered Patent Agents, of
18, Buckingham Street, Strand, W.C., London.
Patents Applied For.
Abbreviations ; Impts., Improvements in ; Relg., Relating to.
1897.
Jan. 1.
„ 1.
„ 1-
„ 1.
12. R. and W. Neilson. Electric motors.
43. H. F. Joel. Electric motors for carriages,
cycles, and boats.
87. L. S. D'Iszoro. Impts. cycles and motor-cars.
92. W. Cochrane. Chainless gear for motor-
cars, &c.
104. H. Austin. Driving-gear for cycles and
motor-oars.
6.
6.
6.
7.
152. D. Cooper. Propulsion of motor-cars, &c.
182. A. Drew and H. Cox. Impts. relg. wheel
bearings.
313. J. Muldart and H. R. C. Pauling. Driving
wheels of motor-cars, &c.
360. T. Smith. Improved chain lubricator.
365. E. Dkeley. Impts. chainless gear.
374. L. Soal. Impts. self-propelled vehicles.
442. J. Thompson and others. Impts. driving
mechanism.
462. J. J. Dufft. Improved axle spring for motor-
cars, &c.
492. L. and A. Myers and F. R. Baker. Impts.
driving mechanism.
J. Hutton. Transmission of motive power.
J. W. Lea. Handles for cycles, motor-cars, Has.
H. Warry. Impts. motor vehicles.
A. H. Becks. Impts. relg. propelling power.
L. M. Podsard. Bogie motor-car.
B. Rose. Impts. in communicating motion.
J. Fra8ER. Improved motive power engine.
H. Austin. Impts. driviug-gear.
A. J. Boult. Impts. driving mechanism
(P. A. Darracq and others).
F. A. Howlbs and A Kerens. Bearings of
motor-cars, &c.
H. Frost. Impts. driving motor-cars, &c.
P. Baoot. Impts. motor vehicles.
W. Norris. Convertible autocar.
W. Woodland. Impts. joints for frames of
cycles, &c.
H. W. Buddicom. Impts. motors.
G. R, T. R, and W. J. Harpur. Impts.
relg. bearings.
E. Wright. Impts. gas motors.
J. Birtwisle. Impts. relg. motor-cars.
E. Taylor. Tools for making frame joints.
H. Porow. Impts. motor engines and gear.
W. W. Moore. Propulsion of autocars, &c.
R. W. Smith. Impts. relg. adjusting axles.
F. Parker. Impts. motor-cars and velocipedes.
T. M. Purdey and W. H. Walhs. Chainless
lever gear.
A. J. Wake. Impts. motor-eir carriages.
W. P. Maycock. Impts. signalling apparatus
for road vehicles.
J. T. Ellis. Impts. cycles, &c.
W. E. Heys. Impts. electric motor-cars
- (J. J. Heilnianu, France).
('. Cabman. Impts. transmitting motion.
H. J. db Riancy. Impts. autouiotor-carriiigus.
E. Goolo, jun., and D. Roberts. Mudgards.
E. Taylor. Impts. driving chains.
E. D. Evans. Impts. vehicles having pneu-
matic tyres.
A. Delskmmb. Impts. carbonic acid motors.
H. G. Wilson. Impts. variable speed gear.
J. L. Wilks. Improved motor.
A. Rebsamkn. Impts. velocipede, &c, saddles.
W. H. Waud. Impts. motor-caiB, &c.
J. B. A. Bosanquet. Impts. relg. horseless
carriages.
E. Dradlette and E. Catois. Improved
autocar or cab.
C. W. and R Lewin and T. B. Sydserff.
Impts. steering forks.
J. and J. A. Thompson and A. Guyot. Impts.
driving mechanism.
R. S. Evans. Pneumatic cushions.
C. H. Gameson. Impts. relg. motor-cars,
cycles, &c.
3<>. 2,063. W. T. Shaw and others. Impts. fittings for
motor-cars, &c.
Jl
8.
520.
»
8.
556.
»
i).
616.
ft
11.
676.
1»
11.
748.
ft
12.
783.
11
14.
1,004.
»
14.
1,018.
»»
14.
1,074.
»
14.
1,108.
!»
15.
1,131.
»
16.
1,212.
.,
16.
1,237.
11
16.
1,241.
»1
18.
1,258.
»
18.
1,297.
Jl
19.
1,360.
»
19.
1,376.
»
19.
1,410.
»1
19.
1,475.
»
21.
1,656.
»
21.
1,661.
»
22.
1,707.
>»
22.
1,708.
11
22.
1,709.
11
22.
1,734.
J»
23.
1,801.
„
23.
1,827.
»
23.
1,886.
»»
23.
1,898.
»»
25.
1,912.
)»
25.
1,938.
»
25.
1,961.
J)
25.
1,972.
J!
26.
2,043.
1 1,
26.
2,044.
»
26.
2,049.
»
26.
2,112.
J)
27.
2,217.
!>
28.
2,310.
)1
29.
2,366.
n
30.
2,487.
»
30.
2,498.
n
30.
2,506.
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206.
THE AUTOMOTOB AND HORSELESS VEHICLE JOURNAL:
[Fbbbttabt, 1897.
Specifications Published.
22,378. November 23rd, 1895. Road vehicles adapted to
be propelled by self-contained motors. John Jambs Henbt
Sturmbt, 19, Hertford Street, Coventry, Warwick.
Relates to road vehicles adapted to be propelled by self-
contained motors, which vehicles are also denominated horseless
carriages or " autocars," and it relates particularly to autocars
intended specially for the carrying of goods, and consists in
providing such vehicles with means whereby the motor can be
utilised for loading or unloading the vehicles as well as for
propelling them. An elevating contrivance is used and con-
nected to the. motor in such a manner that the motor may be
thrown out of connection with the propelling gear and into
connection with the drum, windlass, or other elevating con-
trivance, a*hd vise vtrsd, at one operation. The figure is a
general view, showing the body, 2, of a vehicle adapted to lie
propelled by a self-contained motor of any suitable description.
At the forward end is mounted a drum, windlass, or the like,
3, adapted to be connected to the motor by any suitable
gearing, 4, so that it may be revolved thereby when required ;
any suitable device, such as a lever, 5, being a'lapted to actuate
a sliding clutch, fast and loose pulleys, or other arrangement for
throwing the gear into or out of connection with the motor.
A chain, rope, or the like, 6, has one end provided with a hook,
7, or is otherwise adapted to be connected to the goods, while
the other end may be connected to the drum, or the like, or it
may be wound around the same so that it may be drawn
thereby, when the free end is pulled, in the well-known manner.
The goods may be hauled up or let down, a suitable slide, 8,
reaching from the floor of the vehicle to the ground. Several
other methods are described.
19,029. October ICth. Road Carriages. H. S. Barrow.
Relates to a mechanically-propelled road vehicle, having a
pivoted fore or locking axle and a non-pivoted rear axle wherein
the driving wheels on the rear axle are driven by taper or
conical band pulleys that are fixed upon hollow shafts or sleeves
on the rear axle, 'and are driven by bands from two similar but
appositely arranged taper or conical pulleys fixed ou the motor-
shaft, or on a shaft driven therefrom, the bands being arranged
to be shafted by a band-shifting device adapted to be operated
from the hand-gear provided for turning the fore or locking
carriage, the arrangement being such that when the two bands
are running midway of the length of their respective pulleys,
the two driving wheels on the rear axle will be driven at the
same speed, and that when the fore or locking axle is turned
into an angular position the bands will be shifted so that the
relative rotation of the inner and outer driving wheels of the
vehicle will be caused to approximately conf jrm to the angle of
the fore or locking axle.
15,197. July 9th. Oil and gas motors. W. G. Hbts
(J. J. Heelmaun).
Relates to an explosion-engine of the four-cycle type, in which
equilibrium of the parts is obtained by the use of six cylinders
and cranks, and in which uniform motion is secured by a
succession of six explosions at regular intervals during two
revolutions of the crank shaft.
An International Exhibition of Motor Cars,
Accessories, Cycles, &c.
WILL BE HELD IN LONDON DURING .
MARCH AND APRIL
Intending Exhibitors should apply to the Secretary — ...-•-•.
W. H. PATERSON, International Exhibition,
23, PALL MALL.
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17,77.7. August 11th. Wheels of motor-carriagej. C.
Jautikr and X. Wehrle.
Consists of a new method of construction for preventing the
torsion of the driving chain aud allowing the dishing and
inclination of the wheels of nutor-camages, consisting of an
axle of which the ends upon which the wheels turn are slightly
oblique and carry a piece or di*c connected to the wheel, and
provided with pins projecting at right angles, which pins con-
tinually engage more or lei* in oblong hole* in the boss of the
oli.iin-wheel, the latter bain^j fittj I aud revolving freely upon
the horizontal body of the axle.
2401. Ootober 29th. Driving gear for mechanical carriages.
H. Austin.
Relates to driving gear for mech inically-propelled vehicles,
and consists of a rotary drum or drums provided with bevel
pinions and frictional devices and brake, so that the vehicle
remains stationary when the drum revolves freely, but is
propelled when the revolution of the drum is arrested or
retarded.
The English and French equivalents of Weights, Measures,
and Distances are fully set out and explained in Thb Automotor
and Horseless Vehicle Diary and Pocket-Book for 1897,
which contains over 100 pages of information. Price 6c£ ; post
free, ~d., of Messrs. F. King and Co , 62, St. Martin's Lane,
London, W.C.
Just as we are going to press we have received from Mr. John
Philipson a copy of an able work which he has written on coach-
building. It is published in the series of technological handbooks
published by Messrs. Geo. Bell and Sons. A detailed review
shall appear in our next issue, but iu the meantime we would
advise all interested in the subject to buy the book, which is
eminently practical and reliable.
I
MISCELLANEOUS ADVERTISEMENTS.
MOTOR CAR TRIPS.
^DVERTISER CAN ARRANGE SEATS FOR
Ride from London to Brighton and tack (daily). Dates now
l>eing booked in rotation as received. —For lerms, &c, addiess,
PHAETON, care of Tim Automotor and Horseless Vehicle
Journal, 62, St. Martin's Lane, London, W.C.
TO BE SOLD.
FOR SALE by Mortgagees in Possession.— The Mortgagees oi the
premises lately occupied by Mr. J. T. Chappelt, Builder and Contractor, at
Grosvenor Wharf and Lupus street, Ptmhco, S.W., are prepared to accept offer* for
their interest under tbe lease of the whole of the above premises, including the
valuable fixed machinery in the various buil lings, which is all worked by steam
power. The area of the property is about ? acres 3,775 yards, and includes a Lease*
hold Dwelling House in Lupus-street, with cart or carriage entrance to the laod, and
an entrance from the river frontage in Grosvenor- road. The property has a large
frontage to Grosvenorroad, and a dock (or the use of ba ges, which gives direct and
important communication by water to the River Thimes. The property, with the
fixed machinery is more particularly adapted for carrying on the business of a
contractor or builder, hut it could, at a srrall expense, be mule suitable for any
undertaking or manufactory where steam pawer and machinery is of essential
importance, and where the goods may be desparch«d by water to a' I parts of the
kingdom.— Full particulars and orders to view may be obtained upjn application to
**The Trustees," care of Messrs. F. C. Mathews Browne and C)., Solicitors,
151 Cannon-street, Lmdon, E.C.
J-TOR SALE. — Second-hand Peugeot Phaeton (Daimler
Motor), to carry four person* ; luxuriously fitted. —For particulars apply
Andw. W. BaT, 30, Moorgate Street, London, E.C.
"THE "CRYPTO" WORKS, LIMITED, 29, Clerken-
well-road, London, E.C. —Frames, Gears. &c, for Motor Cjclis and
Carriages made to specification. Quotations given for any kind of Light
Engineering Wont, Mechanical or Electrical. Facilities for executing Experimental
Work.
ACCUMULATOR CHARGING.— C. H. Cathcart &
Co.. havinz Plant specially adapted for ihis purpose, charge Cells ot all sizes
promptly, thoroughly, and cheaply. Terms on app ication. Accumulators on hire
for temporary lighting, experimental uses, etc.— 3, Dorset Buildings, Salisbury
Square, Fleet Street, E.C. Telephone No. 65,266.
TT IS WORTH YOUR WHILE TO BUY DIRECT.
A THE RELIANCE LUBRICATING OIL COMPANY SUPPLY, ON
APPROVAL, HIGH-CLASS NON-CORROSIVE LUBRICANTS, which
through the superiority, have the largest sale in the world. Kngine, Cylinder, and
Machinery Oils, n$d. ; Special Cylinder Oil, is 4d. ; Special Engine Oil, is. «d. ;
Gas Engine, Oynamo Oils, is. 6d. per gallon ; Special Gasolene, Benzoline, and
Petroleum, for Motor purposes; Light Machine Oil. loid. ; barrels free and carriage
p lid. —Reliance Lubricating Oil Co., 19 and 23, Water Lane,
Great Tower Street, London, E.C. Depots at Liverpool, Bristol, Hull,
Cardiff, and Glasgow. Telegram* : "Subastral, London."
CONVERSION OF EVERY DESCRIPTION OK
^ FITTINGS. MODERN AND ANTIQUE. Antique Candelabra, &c,
adapted to Electric Light in such a manner as to faithfully represent candle*.
Temporary lighting at Fetes, Balls, At Homes. Estimates and plans for complete
Electric Light Plants. Motive Power : Steam Engine, Oil Engine, Gas Engine,
or Turbine
CHAMELEON ELECTRIC SIGN.
E. L. Berry, Harrison & Co , Electrical Engineers and Contractors.
Office and Show Rooms— Lyric Chamber, Whitcomb Street. London, W.C.
Telegraphic Address—'* Kathode, London."
All interested in autotnotors should join the Self- Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew VV. Birr, Secretary, No. 30, Moor-raie
Street, Loudon, E.C.— (Advt.)
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208
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Febbcaby, i«7.
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
Publishers — Messrs. F. King & Co. (Limited), 62, St. Martin's Lane, L(>7idon, W.C.
^AMAM^A«WMMWWWW«M#«MAMMAMMMAM^^W
CONTENTS of No. 1.
WITH 4 ILLUSTRATIONS.
] tuneless Carriage!.
steam, Oil, and Electricity a> Motive Powers.
1 >oings of Public Companies —
The London Electric Omnibus Company (Limited).
The Danlop Pneamatfc Tyre Company (Limited). |
The British Motor-Carriage and Cycle Company
(Limited). |
The Great Horseless Carriage Company (Limited1.
New and Hayne (Limi ed).
The Locomotives on Highways Act, 1896.
Correspondence.
Reviews of Books.
Types of Automotor Vehicles.
Pneumatic Tyres Fifty Years Ago.
Li/ht Railways.
The " Hornsby-Akroyd " Patent Safety Oil Traction
Engine.
Ourselves.
Sir David Salomons, Bart.
The Royal Agricoltaral Society's Automotor Com-
petition.
Motor-Car Contests in America. I
Notes of the Month.
The Relf-Propelled Traffic Association at Liverpool.
Railway Companies and Level Crossings. i
America Ahead of England in Road Traction. 1
Electric Omnibuses for London Streets. j
Horseless Road Locomotion.
New Inventions—
Patents Applied For. J
Specifications Published.
Continental Notes — The Great Paris-MarseillesContest.
Some of the Lessons of the Contest.
The Motor-Car Race from Paris to Mantes and Back.
The First Legal Run of Automotor Cars in England.
Proposed Combination of Light Rai'.way and Electric '
Tramway.
CONTENTS of No. 2.
WITH 34 ILLUSTRATIONS.
The New Motor-Car Regulations.
Agriculturists and the Speed of Automotors.
Types of Horseless Vehicles.
The London County Council and Motors.
Light Railways.
The Self-Propclled Traffic Asrociation— Formation of
a Liverpool Branch.
Motor-Car versus Light Railway.
Motor-Car Insurance.
Bristol Engineers and Motor-CarrLiges.
Correspondence.
Reviews of Books,
l.utztnann Motor-Carriages.
Business Notes.
Prizes for Motor-Car Designs.
The Bolide Tricycle.
The New Regulations as- to Motor-Cairiagcs.
Liverpool to the Fore.
Wonted— A Word.
44 Engineering " and Automotors.
The Britannia Company's Electric System.
The Motor-Car in the Lord Mayor's Show.
London Tramways Purchase.
North Country Farmers and Motor-Cars.
Doings of Public Companies.
Notes of the Month.
Emancipation Day.
French Contests for 1897.
Answers to Correspondents.
Law Reports.
Messrs. New and Mayne (Limited).
Motor-Car Contests in America.
Quips and Cranks.
Trade Novelties.
1 he Bersey Carriage.
Mr. Andrew W. Barr.
New Inventions.
CONTENTS of No. 3.
WITH 24 ILLUSTRATIONS.
Recent Developments in Mechanical Road Currisges.
Pnbllc Addresses on Automotors.
Motor Finance.
Continental Notes.
Notes of the Month.
Law Reports.
Business Notes.
Motor-Car Regulations for Scotland.
Our Horse Population.
Answers to Correspondents.
The British Motor Syndicate (Limited).
A utomotor Contests in 1897.
•' Engineering " and Motor Carriage?.
Wanted— a Word.
Pneumatic Tyres for Motor-Carriages.
A Motor-Carriage Wheel.
Taxes on Motor-Carriages.
Edinburgh Coachmakers and Motor-Cars.
Peugeot Phaeton.
Sir David Salomons and the Self-Propelled Traffic
Association.
" The Engineer" 1,100 Guineas Road Carriage Com-
petition.
Doings of Pubtic Companies.
New Companies Registered.
The Daimler Motor.
41 Automotive " Vehicles.
The Stanley and National Cycle Shows.
A Motor Run to Liverpool.
Proposed Motor-Carriage and Tramway Combination.
Electric Tramways on Heavy (iradlenls.
An Elcctt leal Street-CliiDlng Car.
Cycles and Motor-Cars in Paris.
The Duryea Motor— A £6,000 Challenge.
Reviews of Books.
Correspondence.
New Invent ions.
CONTENTS of No. 4.
WITH 34 ILLUSTRATIONS.
The Kane-Pennington Motor.
The Mechanical Propulsion of Tramway Cars.
Sir William Arrol's New Motor.
The Self-Propclled Traffic Association and Canals.
Mr. J E. Tukc on Oil Motors.
A Coachbuildcr on the Future of Automotors.
Tramway Motors for Light Railway.
Mr. E. Sbrapnell Smith.
Motor Water-Carts.
Tranicnr Propelled by Hot Air.
Royalty and the New Industry.
Notes of the Month.
The Serpollet Steam System of Motor*.
Coachmakers and Motor-Carriages.
Motor Vehicles to Convey Produce in Queen s County.
Business Notes.
An Interview with Mr. McKim.
Trade Novelties.
Bradford Technical College.
Answers to Correspondents.
What Will the New Year Teach Us ';
Road Traction in Populous Districts.
Penny Parcel Delivery by Motor Vehicles.
ItcviewB of Books.
The " Facile " Petroli um Oil-Engine.
lly Motor-Bus at Midnight.
Abel's Hash-Test Apparatus.
Continental Notes.
Sclt-Propelled Traffic Association.
The Blot Accumulator.
Liverpool Police and Automotors.
Doings of Public Companies.
Correspondence.
New inventions.
Notes on Motive Power generally and Electrical Batteries are
set out in The Automotor and Horseless Vehicle Diary and
Pocket Book' for 1W) 7, winch contains orer 100 pages of infor-
mation. Price 6rf. ; post free, vrf., of Messrs. F. King and Co.,
(S2, St. Martin's Lane, London, W.C.
When writing to advertisers jileasc mention The Auto-
motor and Hohselesh Vehicle Journal."
THIS
is the "Facile" Petroleum Oil Motor,
which requires
No spirit or dangerous easenoe.
No heating tube.
No constant-burning lamp.
no battery.
AH of these are causes of trouble.
sole makers:
BRITANNIA CO.,
"FACILE"
CARRIAGE MOTOR.
Colchester.
No connection witli other firms advertising
under similar name.
Now Ready. Crown 8w, with over 300 Illustration.-. Price 10/6, Cloth.
MODERN CYCLES:
A Practical Handbook on their Construction and Repair,
BY A. J. WALLISTAYLER,
Assoc. Memb. Inst. C.E..
" Sugar Machinery,
•:., Author of " Refrigerating and Ice-making Machinery."
:hincry," " Bearings and Lubrication," &c, &e.
SUMMARY OF CONTENTS.
Ch. I.— Introduction: Brief History
of the Cycle.
Ch. II.— Modern Safety Bicycles.
Ch. III.— Modem Tricycles.
Ch. IV. -Carriers.
Ch. V.— Mi'c-llaucous Machines.
Cli ,VI.- Efficiency of Cycles.
London: Ckos-hy I.o<k\\OOI> & Son, 7, Stationers' Hall Courl,
Ch. VII.— Component Parts of Cycles.
Ch. VIII.— Manufacture of Cycles.
Ch. IX.— Repairsand Renewals,
Appendix, Verbatim Copy of Thonvon .
Specification. No. 10,990,
1845. the first Patent for a
Pneumatic or Air Tyre.
I litigate Hill.
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Mabch, 1897.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. 209
ARNOLDS MOTOR CARRIAGE Co,
59, MARK LAN ™LONDON™e!c. (east peSThV ™r.)
These Carriages are now offered for sale in every variety
and description, magnificently made and finished. Up to
ist May, 1896, the firm of Benz & Co. have sold and delivered
600 of these Motor Carriages, which are now running all over
the world.
The Patent Oil Motors are quite silent and do not give
off any heat or smell.
Speed can be obtained from Ten to Fifteen Miles an hour,
Hills of one 'in ten scaled with ease, and the Carriages and
Wheels are strongly constructed.
The Motive Power is Rectified Petroleum or Benzoline of
the specific gravity of 070, which is easily obtained anywhere,
at about gd. to 1 \d. per gallon, and a two-seated vehicle costs
less than a halfpenny per mile to run. The working is so
simple that any novice can drive the Carriage, and with two
gallons of benzoline 70 to 80 miles can be accomplished.
The Oil Reservoir of the Carriages hold about 5 gallons.
The Speed is controlled and regulated by the driver. The
Carriages are fitted with new Patent Steering Apparatus, and
can be stopped instantly. -...„. ., " BENZ ' 8001 A.BLE. Frio© £140 Complete, with Hood, the
There is no light or flame inside the Motor, consequently , . , . , . . . ^ , , v* ' " '
absolutely no dan|er of the benzoline catching fire, or, m aides of which can bs taken out, leaving the tap part for pro-
windy weather, of the lamps being blown out The power is teotlon ff0m the 8Un lu ""««• F,Ued ™th Bl°ycle Wheelr.
produced simply by the igniting of the gas from the benzoline BaU Bearing', Ac Upholstered to suit Purchaser..
in the cylinder by an electric spark.
In each Carriage there are two accumulators (2 volts), and each one will last for about 350 miles, so that when one is
discharged, you switch on to the other, and get the discharged one re-charged at the first place where there is electric light.
We guarantee our Carriages to be of good quality and workmanship, and we will make good any defects in material or
workmanship within six months from delivery, with the exception of damage caused through carelessness or rough treatment.
The "IDEAL" Tyre.
p.A.orxixa'TOD.
PERFECTION RUBBER TYRE.
FOR LIGHT AND HEAVY VEHICLES.
NOT TO ROLL OUT.
This Over
is no experiment, 36,000 pairs in use
see opposite. in the United States.
We compress the rubber so tbat, if it is cut, it closes up and no material injury is inflicted, and consequently wears smooth.
An examination of the Principle of our Tyre convinces you of it. superiority over all other..
BOLE MANUFACTURERS FOR THE UNITED KINGDOM:
I lif V T nnilUMIV 65 & 67, WHARFDALE ROAD,
Ji ffi *V li UUNNULLf j & ALBION WORKS, KING'S CROSS, LONDON, N.
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210
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[JUnen, 18?7.
THE LAMINA ACCUMULATOR.
CA
sucnirss.
hL.UK Ub UIINUIUUL
CIGARS.
OF ALL
TOBACCONISTS.
Price 3d. eaol>.
Pronounced by
Connoisseurs to be
better than Havannahs.
Sold in Two Sizes— No. 1, 22a. ; N<\ 2
nor do Dlndlgul cigarettes, 8s. pe. lOO, Ca
MEDIUM^ .
MILD INDIAN
CIGAR. MADE IN
MADRAS. Of exquisitely
Clioice flavour and del' ate aomu.
' Y.y far tlic largest sal ' ot diiy cljjnr In ll«c world,
vaul d Two (.'.old M dais. Sold cvci>w1iimc In three sl/es.
No 1,22s.; No. 2.20s.; Bouquets. 21s. pc Imnlrcil.' aril iKepalll-
sav.ii'lcs 4 Jks.ls.il2 si mips!. Finnic Hindi ;iilClsarctt(K^
all tousceu leaf, Hs. P" 10J. twehc for 1..
^UliWLAYci COMPANY (Limited) ._
1 joiter*. '9 and 74. Slranil. W.'J .
'a d 1IH. Clirnpside. E C.
Established 111
ill * year.
17SO.
CIGARS.
SOLD
EVERYWHERE.
Price 3d. eaon.
We are receiving m)st
gratifying letters from
Customers in praise of
these Cigars.
20». ; Bouquets (Small and Mild) 2U. per lOO, Carriage Paid,
rriase Paid. Assortment of all the above in box complete, IlS. 6d., Post Free.
49 & 7*. STRAND, W.C., A 148, CHEAPSIDE, E.C. *'Ubli!&l!ZZ°%
e Hundred
ears.
CABLES8, CAPEL * LEO If UtV, of Hope Cheralo.l Wo'hg, anl Pharos Works, Hackney Wick, London, W.E., specially distil
Petrol, tho spirit toist adapted for Motors, Motor Carriages, LMin^hes, etc., etc
Maximum of cflic ency and perfect combustion ; therefore great economy, and no deposit in cylinders.
XtTO SnEBI.1.. NO DUCT. WO TROTTBX.B.
CARLESS, CAPEL ft LEONARD nave supplied the aho>e (or the Daimler Motors tor over live years, anl hold the highest testimonials.
samplis AND THEY AL80 SUPPLY LOPBICATIHO OILS AHD GEBA8K8. _ . i fcLT?TR WS
*R :KS OM AlTIICATiON, W« ^SFtl WTWM "'S^Sk ^T^ 1ST" * " l-ARLESS. HACKNKY WICK.
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THE AUTOMOTOR
-A.^T3D
HORSELESS YEHICLE JOURNAL
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
Circulates amongst Makers and Users of Autocars, Cycles, etc., in the United Kingdom,' the Colonies
an J the Continent.
Vol. I. No. (5.
MARCH 17th, 1807.
Price Sixpence.
CONTENTS.
The Brambel Rotary Knjino
Leeds Motor und Cycle Show
Compressed Air a* n Motive rower for ltoad Carriages
Messrs. Xew :.nd Mayre (Limited)
Messrs. Phi ipton and Towards *' No. i Steam Mul-jr-Car:i.tf;o "
Munich Motor Exhibit! m
t'.as Trneii m on Tramways
The Roolt' Pilrocor
Motor-Cur* at Brighton
Answers to Correspondents
The Furthcoming Compciiti ins
Int-rnaiior.al Kxhilitivii of Metor-Cars as the It-yul Aiju-ti i.t n
The Nealc Car
A *' Bin Ghora-ka-gharry "
CanMO* Still Wnnti Motor Vcl Hcs
Doings of Pub. !;• Companies
Kotcstf the Month
International Blotor-Car Company ...
Kctiew* of Hooks «
Law Itcports
A locrican Motor Vehicles
The Longucmarc Burner
The Kriegcr Electiic ltoad Cnrtuge
O'itc nonc!en:e
•' Arnold's " Motor-Cars
Tl:e Molor-Car and lteiij;i:»n
New Inven'l.ms
TAGS
211
21**
213
223
2il
221
225
223
2i6
227
111
. 22.1
. 229
2-'0
2.10
2;!3
233
230
238
237
, 237
237
23)
239
239
210
Last November the Press of the country was informed by
special telegrams that Mr. Grant Branibel, of Sleepy Eye,
Minn., had invented and patented a rotary engine for which he
was offered at that time £320,000 (1,600,000 dollars) from an
English syndicate. It was reported that (he whole amount of
the purchase money was paid over in cash ami deposited in
Chicago banks by the inventor. There are a number of
vacations of the story, of which the following is an example
the clipping being taken from The Chicago Daily Tribune: - '
"The engine does away entirely with the ciauk moiim of
the steam engine, a most desirable, but to all intents and
purposes an impossible, thing to do. The engine uses its own
plunder for a cut-off. The engine is sleim- tight, and leqnires
no riug packing. It can be made marine type, an J, of course
can be either simple or compound.
" It is not a cheap machine, although it costs very much less
THE BRAMBEL ROTARY ENGINE.
than the ordinary engine. It weighs less and occupies only a
fraction of the space of the old-style engine. Mr. lirambel
says : — ' When anyone cm build a 50 horse-power engiue that
may be cirried around iu a hand satchel, he lias something that,
is very valuable, p.irticulatly when that engine is adapted to
any and all kiuds of work wherever power is used. The
Brambel engiue of 50 horse-power, weighing less than 100 lbs ,
may be attached to the end of the armature of a dynamo and
all the bjlting done away with, or a Brambel engine not larger
than a common saucer could be attached to a creamery separator,
and set it whirling at the rate of 6,500 revolutions a minute.
The largest of these engines, 250 horse-power in size, is less
than a foot wide at the base, and 18 inches high. It is iu use in
a dynamo room at Trenton, N.J., anil the firm say they never
had a more satisfactory machine. The patent was obtained a
y«ar ago, since which time several machine*) have been built
and put into use.'"
The latest telegram that we have ssen proceed* from Sleepy
Eye, Minn., dated January 16th, 1897. We quote from
The Xeio York Herald: —
"The sale of Grant Brambel's rotary engine to the Allen
Syndicate, of London, England, has been consummated, ami
the Sleepy Eye inventor has letters of credit on the Bank of
Engl tnd for 6,700,000 dollars. The amounts paid were : For
the English patent, 1,600,000 dollars ; for France and tiermauy,
2,000,000 dollars ; for the United States, 3,100,000 dollars.
" These amounts and the fact of the receipt of the letters
of credit were verified by the inventor to-day when I called
o:i him."
It is evident that the gentleman from Sleepy Eye is a very
wideawake joung person, and we take pleasure iu publishing
herewith an extract from his specification, in which he describes
the operation of the device. During the prosecution of the
ease some four patents were cited, one of which quite closely
resembles the Brambel invention, and seems to depend upon
the same general principle of operation. The extract reads
as follows : —
" Having described the construction of the improved motor,
the operation thereof, briefly stated, is n* follows : When ihc
throttle valve is turned to admit steam or other motive a«ent
to on? of the inlet ports,.siid agent enters the cylinder adjacent
to one of the expansion chambers, 25, and is tfins admitted to
one of the chambers or recesses it the piston. The expansion
of the steam gives the impulse necessary to carry the piston
in the direction indicated by the arrow (*;'<•) in I-'i". •> ;l
sufficient distance to bring the succeeding recess or chamber
into the field of the incoming steam, the first -named chamber
being meanwhile exhausted ■« 12. The reversal of the motor
is accomplished by moving the lever, 13, to cause the a Inn'ssion
of .steam through the other inlet port.
i. •>
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212
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Mabch, 18W.
" It will be understood that in practice various changes in
the form, proportion, and the minor details of construction
may be resorted to without departing from the principle or
sacrificing any of the advantages of this invention.
" What I claim is : In a rotary engine, the combination of
a cylinder having opposite heads provided with registering
extended bearing boxes, inwardly divergent steam iulet ports
communicating with the interior cylinder at their inner ends
and a common valve casing at their outer ends, a cut-off and
reversing valve arranged in the said casing, a rotary piston
arranged in the cylinder and provided with peripheral pockets
adapted to communicate with steam chambers at the inner ends
of said ports, registering cross-sectionally semi circular grooves
formed in the contiguous faces of the piston and cylinder heads
concentric with said bearing boxes, said grooves combining to form
cross-sectionally circidar lubricating ducts, a sh;ift mounted in
s.vid bearings and fixed to the piston, and lubricating devices
in communication with the bores of "said bearings, whereby
lubricating material is adapted to pass between the ends of
the piston and the cylinder heads, and accumulate in said
lubricating ducts to form packing to prevent the exhaust of
steam or the prissage thereof from one pocket to another of
the piston, substantially as specified."
It had not been our intention to describe or notice in any way
the above-mentioned invention, but we are in receipt of so many
inquiries from corresjiondents, and so many requests for copies
of the patent, that we have decided it was be3t to state the facts
of the case aud publish reproductions of the patent drawings,
and copy the salient features of the specification and the claim.
We have not written to Mr. Brambel for any light on the
subject of his valuable patent We learn, however, that he is
a telegraph operator, and we imagine that possibly his vocation
may have something to do with the wide publicity which the
story has attained. We do not know what object there ia in
foisting npon the public a story which is in such a high degree
improbable. We do not need to go beyond the patent itself,
and its very narrow claim, to discover the falsity of the rumour.
The principle upon which the engine is operated is by no means
new, while the claim confines the design to minute details of
construction. If, as it is claimed, an English syndicate has
purchased the patent at a price of some 7,000,000 dollars, is it
not likely that before investing so vast a sum the patent itself
would have been submitted to rigid examination as to scope and
validity ? We believe, therefore, that the story can be regarded
in no other light than a hoax, and desire simply to direct the
attention of anyone who may be sufficiently interested in the
story to examine into the merits of the case, and they will be
satisfied that the whole matter is founded on baseless rumour.
LEEDS MOTOR AND CYCLE SHOW.
A Motor and Cycle Exhibition was held in the Leeds Town
Hall, from February 27th to March 6th, under the auspices of
the Northern Counties Exhibition Company. Many of the
large cycle firms exhibited ; and the show, which was very
well attended, proved a great success.
Messrs. Walker Brothers, of Leeds, had a stand in the crypt,
and also showed an assortment of cycles in the Masonic Hall.
Amongst them was a New Bceston motor-cycle. This appears
to be a well-designed machine, and during a short trial which
our representative was able to give it, it seemed to be very
easily controlled. It is fitted with an oil-motor of the De Dion
type. Petrol is used, and the smell is not noticeable in the
open air. Electricity is used for ignition, an accumulator being
suspended from the top stay, iu front of the rider. A coil fixed
on the frame near the motor gives the spark which fires the
explosive mixture. A muffler is provided which efficiently
deadens the noise of the exhaust. No cooling water is carried,
the heat being dissipated by means of a series of flanges cast on
the cylinder. The speed control has been well thought out, and
is effected by means of a small regulator handle, attached to the
top bar of the frame. The starting is accomplished by giving
one of the ordinary steering handles — the left-hand one, which
is mounted to turn on the handle-bar— half a turn to the right.
This completes the battery circuit. The rider pedals the
machine for a few feet until the motor catches an explosion,
after which he has nothing further to do. The pedals, which
are provided to assist in starting, work out the chain-wheel
through a ratchet arrangement, and the rider is thus enabled
to keep his feet on the pedals after the motor has got to work.
The machine is rather heavy — it weighs 150 lbs. — but the
makers claim that weight is necessary to overcome the vibra-
tion which is inevitable with the oil-motor which develops
three-quarter hoise-power. The crank-shaft drives on to the
wheels through a 7 to 1 reduction tooth-gear. Sufficient oil is
carried for a run of 50 or 60 miles, whilst the accumulators are
said (o hold out for 200 miles. Speed, we are pleased to note,
is not made the great feature, although the machine will easily
attain the maximum allowed by law.
Results of all the Speed Trials hitherto held can be iiscertained
in full from the (Kiges of Tub Actomotor and Horseless
Veiiicli: IMary and Pockkt-Bodk for 1897, which contains over
1(10 pages of inforn.ation. Price tirl. ; post flee, 7'/., of Messrs.
F. King and Cj., 62, St. Martin's Lane, W.C.
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213
Self- Propelled
Traffic Association.
(Incorporated by Special Licence of the Board o/Tt tide, under the
Companies Acts, i65a to 1890.)
JJrtsibtltt.
SIB DAVID SALOMONS, Bait
Oitc-tlrtsibcnts.
BIB FREDERICK BBAMWELL, Bart. JOHN PHILIF80N, Esq., J.P.
ALEXANDRE SIEMENS, Esq.
C-nrrnl Conned.
Marquess of Abbrcavenny, K.G.
Rt. Hon. G. J. Shaw-Lefevrb.
Sir Albert K. Rollitt, D.C.L., LL.D., M.P.
Sir Henry Trueman Wood (Secretary Society of Arts).
Prof. Vernon C. Boys, F.R.S.
T. W. Maclure, Esq., M.P.
W. Worby Beaumont, Esq., M. Inst. C.E.
William Cross, Esq, M. Inst. C.E. (Newcistle-on-Tyne).
T. Irving Courtenay, Esq.
Walter Hancock, Esq., M.-Inst. E.E.
J. T. Hopwood, Esq.
G. J. Jacobs, Esq., F.R.A.S.
John H. Knight, Esq. (Famham).
H. D. Marshall, Esq. (Gainsborough).
J. A. McNaught, Esq. (Worcester).
Boverton Redwood, Esq. (London).
George Stephenson, Esq. (Newcastle-on-Tyne).
Alfred R. Sennett, Esq., A.M.I.C.E.. M.I.M.E.
E. R. Shipton, Esq. (Secretary Cyclists' Touring Club).
LIVERPOOL AND DISTRICT CENTRE.
President— The Right lion. The Earl of Derby, G.C.B.
Vice-Presidents— -H. Percy Boulnois, Esq., M. Irst. C.E. ; Alfred
Holt, Esq., M. Inst. C.E. and Alfred L. Jones, Esq., J P.
Members of Council— Maunsell C. Bannister, Esq., Assoc M.
Inst. C.E. ; John A. Brodib, Esq., Wh. Sc, Assoc. M. Inst.
C.E., M. Inst. Mech. E. ; Everard R. Calthrop, Esq. ; S. B.
Cottrell, Esq., M. Inst. C.E., M. Inst. Mech. E. ; George
H. Cox, Esq. j A. Bromley Holmes, Esq.,M. Inst. C.E. ;
A. G. Lyster, Esq., M. Inst. C.E. ; Arthur Musker, Esq. ;
G. Fredk. Ransome, Esq. j Henry H. West, Esq., M. Inst.
C.E., M. Inst. N.A. ; John Wilson, Esq. ; John T. Wood,
Esq., M. Inst. C.E.
Hi.it. Solicitor— Lawrence Jones, Esq.
Hon. Local Secreta>y—E. SHRAPNELL SMITH, Esq., The Royal
Institution, Colquitt Street, Liverpool.
OLASfJOW AND WEST OF SCOTLAND CENTRE.
Hon. Local Secretaries— Messrs. MITCHELL & SMITH, C.A., 59,
St. Vincent Street, Glasgow.
Solicitors.
Messrs. L-UMLEY & LOMLET, 37, Cosdnlt Street, London, W.
.Sttrctaru.
ANDW. W. BARR, 30, MoorgU'i Street, Lonlon, K.C.
Some of the objects for which the Association Is established are :—
To originate and promote improvement in the Law from time to
time directly or indirectly affecting self-propelled vehicular and
locornolive road traffic, and 1o support or oppose alterations in
such Law, and for the purposes aforesaid to take such steps and
proceedings as the Association may deem expedient.
To popularise and assist the development of self-propelled
vehicular and locomotive rotd traffic, and for this purpose to
take such steps and proceedings as the Association may deem
expedient.
To take or defend any proceedings on behalf or against the
Association or its members, which in the interests of the
Association or the members thereof may seem to the Assochtion
expedient to take or defend. Provided that no such pro;eeding<
shall be taken or defended on the part of the members of the
Association except in the bona fide fu'therance of some object of
the Association of a public or qvasi public nature.
To promote the scientific knowledge of the construction and
propelling of all kinds of self-propelled vehicles or locomotive?,
by means of competitions, exhibitions, by giving of prizes, or in
.such manner and on such conditions as may be lound desirable.
Subscription £1 Is. per annum.
President Sir David Salomons, Bart.
Secretary Andub w W. Barb, Esq.
President of the Liverpool Centre The Eabl of Derby, G.C.B.
Hon. Local Secretary . . .. E. Subapnkll Smith, E<q.
Semi ■ Official Journal of tfAel The Automotob and Hobse-
Associalion .. .. ..} lbss Vehicle Jocunal.
COMPRESSED AIR AS A MOTIVE POWER
FOR ROAD CARRIAGES.
[A Paper read by Mr. Riiys Jenkins, M.I.M.E., before the
Liverpool Branch of the Self-Propelled Traffic Association
at the Royal Institute, Liverpool, on February 16th.]
A detailed exposition of the advantages attending the use of
compressed air for carriages would be quite superfluous. Entire
absence of smell and of heat and smoke are points that will at
once occur to every one.
The compressed-air engine, too, shares with the steam engine
an immense range of power, rendering unnecessary the use of
variable speed gearing and affording the utmost facility for
starting .and stopping.
These characteristics render the system particularly useful for
urban traffic, and especially passenger traffic. But its applica-
tion is by no means confined to towns. Wherever there is
sufficient traffic to keep compressing stations of fair size in
employ, compressed air will answer all requirements as well as
or better than any other agency. Probably for heavy, inter-
mittent, or occasional traffic along c.iuntry ro.ids steam will
hold its own. Petroleum, too, judging fronj present results,
will have to be restricted to country roads. It seems quite
inapplicable so far for cab and omnibus traffic in the crowded
streets of cities, a field which appears to be reserved for
Electricity or Compressed Air. Both these being storage systems,
are obviously capable of being worked only within certain
definite radii of their charging stations, so that they do nut
present that flexibility of application that attaches to prime
movers such as the steam or petroleum engine. But for cab,
omnibus, and parcels traffic, or for the conveyance of goods in
large quantity along definite routes, this is no disadvantage.
The great point is to apply the system only where there
is sufficient work to fully employ a plant constructed on a
sufficiently large scale to secure a high efficiency in compression,
unless, indeed, as may very well happen in towns, we are
prepared to subordinate economy of propulsion in view of the
other advantages attending the system. Here it may be
remarked that with steam traction an increase in the scale
of operations would not perceptibly diminish the expenses
v 3
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[March, 1897.
per ton, whereas in the case of compressed air it not only
reduces the establishment charges, but enables the compressed
air to be produced with greater efficiency.
The question of cost has very commonly been regarded as
fatal to the application of compressed air for power transmission ;
that agent has indeed enjoyed a bad name all round in reference
to efficiency. But unless a plant is designed with some reference
to economy in working and upon correct principles it is useless
to expect good results.
Plants are now in use which demonstrate that air can be used
for poorer transmission with very satisfactory results. And
even if the compressed-air system in its application to carriages
did involve a larger coal consumption than some others, it has
to be borne in mind that, after all, coal is but one item among
a number of others of equal importance in the total cost of
transport.
Historical.
Projects for compressed-air can iages have been brought before
the public long since. As far back as the year 1800, Medhurst,
the inventor of the pneumatic despatch system, patented
a scheme for "a new improved
method of driving carriages of
all kinds by means of an im-
proved ^Eolian engine." Medhurst
contemplated <\ general system
of coaches and stage - wagons
throughout the kingdom and the
establishment of air- compressing
stations at suitable points all over
the countiy. He described com-
pressors and engines of variable
power, a rotary engine to be fixed
directly upon the hind axles of
light vehicles, and a gunpowder
engine, this hist in connection with
an artillery wagon.
About 1819, Murdock and
Gordon ave stated to have made
some experiments with compressed-
• air carriages, and from 1827 to 1832
quite a number of schemes were
evolved.
William Mann, of Brixton,
turned his attention to the subject
in 1827, obtained a patent in 182f),
and published a pamphlet on the
subject in 1830. He advocated
compression in stages, now recog-
nised as essential for the produc-
tion of air at high pressures, and
the erection of power stations along
the high roads at intervals of 15
to 20 miles, or a continuous iron
main with power stations in the
coal districts.
Fig. 1 is reproduced from the plate in Mann's pamphlet. The
carriage is provided with 15 reservoirs, having a capacity of
75 cubic feet in the aggregate. This supply Mann deemed
sufficient for a run of 14 miles with air at 32 atmospheres
pressure ; with air at 04 atmospheres lie held that 34 miles
could b« covered, and at an average cost for power of about
a penny per mile. At this period a good deal was being done
in the way of supplying lightiug gas ia portable reservoirs,
much as oxygen and other gases are now sold, and Mann and
other inventors make frequent reference to the reservoirs and
pumps employed for this purpose. Mann states that the reser-
voirs in use by the Portable Uas Company for containing gas
at 30 atmospheres pressure were 3| cubic feet capacity, 12 inches
in diameter, and -' inch thick. The inventor suggested a public
supply of power by means of compressed air, as has now been
carried out in Paris by Messrs. Popp and Conti. He thought,
too, that it would be well to make persons confined in Clerken-
well and other prisons earn their dinners by compressing air
for the supply of power for propelling His Majesty's mails
throughout the kingdom.
Bompass, another inventor of this period, thought the most
suitable pressure ab>mt 10") atmospheres. He pointed out that
the weight of the reservoirs is nearly the same whatever be the
pressure adopted.
Wright's project was worked out in greater detail than any
of the others. Fig. 2 is reproduced from his patent specification.
He had arrived at what is really the root idea in the economical
use of compressed air, i.e., heating it or injecting steam into it
prior to its entry into the working cyliuder. In the drawing, b
are the storage reservoirs, e an intermediate chamber in whic'.i
the air is heated by the products of combustion of the furnace J,
I cylinders of engiue, the shaft, j, of which drives the axle, «,
of the hind wheels by belting.
There is no distinct evidence that any of these inventors
earned their ideas into practice. There is, however, some
reason for thinking that one Fordham did make a compressed
air carriage about 1832, but particulars relating thereto are
wanting. The same remark applies to Von Ratheu's carriag.',
which was tried at Putney in 1848.
Fio. 1. — Mann's Patbnt Locomotivb Air Carbiage. 1830.
1. Case containing Pi-tun zin-X Cylinder woikin^
on the axle nf the hind-whceR
2. Case contaiMn<r Reservoirs of Compressed Air.
R?t\vtacc*
3.
ifteen Reservoirs containing 75 eubie feet.
4. A Reservoir taken oat of the case.
The first compressed-air carriage of which there is an authentic
account was constructed by two Frenchmen, Andraud and
Tessi6 du Motay, alunit 1840. As will be seen from Fig. 3, it
was made for running upon rails ; it was adapted to carry eight
passengei's ; had the air stored at a pressure of 1 7 atmospheres,
while the working pressure in the cylinder was three atmos-
pheres. These inventors also contemplated the application of
compressed air to road carriages ; they proposed to use pressures
as high as GO atmospheres, which were to be attained in stages,
ami to heat the air before its admission to the cylinder. They
were the first to indicate the necessity of a reserve supply of air
for use in hill-climbing or for other contingencies when the
pressure in the main reservoirs was approaching its lower
limit.
But the only really valuable work in connection with the
application of compressed air to locomotion has been done in
reference to street tramways, and again by a Frenchman,
M. Mukarski. The attempts of Scott-Moucrieff, of Beaumont,
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THE AUTOMQTOR AND HORSELESS VEHICLE JOURNAL.
215
and more recently of Hughes and Lancaster, in this country,
may he passed over as having remained more or less in the
experimental stage, whereas the M6karski system luis been at
work on the tramways of Nantes for about 20 years, and is now
at work in Berne, and upon four lines in and around Paris. In
a few words, the essential features of the Mekarski system are
(1) high pressures in the storage vessels on the car. Starting
with 30 atmospheres at Nantes, this [resstire has been increased
Power Required to Propel a Given Load.
There is little doubt that on this point a great many motor-
carriage constructors have erred ou the wrong side. The
subject of the draught of carriages, and consequently of tin
power required to propel them, is indeed in a somewhat chaotic
state. This is partly due, no doubt, to the variation in th_-
condition of the roadways and of the axle friction. Many
Fig. 2.
in each succeeding installation, first to 45, then to CO, and finally
to 80 atmospheres, say, 1,200 lbs. per square inch, ou the
Versailles line. (2) The air on its way from the storage vessels
to the cylinders passes up through a vertical cylinder containing
hot water, in doing which it becomes heated and charged with
vapour ; (3) it also passes through an automatic reducing valve,
whereby it is reduced to a constant and comparatively low
working pressure. The engines work direct on to the car axles.
There seems to be no question that the Mekarski system
as applied to tramways is a success both mechanically and
financial 1 v.
Flo. 3.— Andraid and TEssrtf i>r Motay, 18H>.
Another French system is that of Messrs. Popp and Couti,
already mentioned in connection with the Paris compressed air
supply. These constructors prefer low pressures, say, from
15 to 20 atmospheres, and are therefore compelled to charge
more frequently. Their engine is compound, and geared to the
car axle. They heat the air before using it, and on its passage
from the high-pressure to the low-pressure cylinder by means
of a small coke stove.
authorities state that the resistance is independent of speed,
but it is easy to see that this cannot be strictly true, although
possibly the effect of variations such as occur in practice may
not be of importance.
On a good macadam road in ordinary condition it seems safe
to conclude that the average pull for a four-wheel van or
omnibus will not exceed 45 lbs. per ton when moving at the
rate of eight miles per hour. An' allowanca of 47 Tim. will
certainly be ample, and this, at the speed stated, is just
equivalent to the exertion of one horse-power per ton at the
wheels. Experiments made by the Paris General Omnibus
Company give 44'8 lbs. per ton as the pull required. No doubt
by the use of modern mechanical refinements, such as ball
bearings at the axles, the resistance might be considerably
diminished. But as it stands the allowance of one horse-power
agrees with the results of Sir David Salomons' experience, as
recorded in The Engineer, for a s|>eed of eight miles per hour on
a good level road.
It will be safe, then, to base the consumption of air upon the
expenditure of one effective horse-power per ton. For starting
purposes and for various contingencies the engine should be
cap.ible of exerting four or five times this power, and this is
well within the scope of a compressed-air engine.
Any ordinary steam engine may be worked by compressed
air, n«> alteration whatever is really necessary, and working
pressures such as are common in steam engine practice suit
best with compressed air also.
Kfrei rer*.
For storage purposes, in order to carry the required weight
of air within a reasonable compass, we must adopt very much
higher pressures than these.
No alarm need be felt at the pressures found to be necessary.
An immense trade is now done in compressed gases, and although
there have been a few accidents, their proportion in the total
number of bottles charged is quite insignificant, and most of the
accidents are such as could not possibly occur with compressed
p 4
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air. Beyond this the gas-bottles uudergo far more severe usage
than the receivers on a carriage need be exposed to.
Air at pressures of from 1,000 to 1,400 lbs. has been used for
years in torpedoes', and so far there have been but two cases of
the air-receivers bursting, and in each cose the accident arose
from the impact of the torpedo against rocks. Bursting is,
perhaps, not the correct word to employ in this connection —
the action when these receivers are tested to destruction is a
very gradual and silent one.
Pressures as high as 2,000 lbs. per square inch are now in
daily use for tramway work in New York. One of the cylinders
employed, selected at random from a number supplied by the
German Mannesmann Tube Company, was recently tested by
Professor Jacobus, of the Stevens Institute. It measured j
Df^ inches inside diameter by 5 feet 6 inches total length, and
was j\ inch thick.- Up to 4,500 lbs. pressure there was no |
permanent set ; at 5,760 lbs. a rent near one end started. All [
the cylinders had been tested to 4,000 lbs. by the makers. |
At Brin's Oxygen Works the gas is stored at a pressure of ,
1,800 lbs. in 3-inch cylinders j inch thick, and in 9-inch '
cylinders T*B inch thick.
In this paper a pressure of 1,000 lbs. per square inch has
been adopted .as one that would probably meet the greater
number of erse3. Higher pressures demand greater expendi-
ture of power in compression, but they enable us to store more
energy within a given space. And as far as the receivers are
concerned the question is entirely one of space ; their weight
for a given weight of air or volume of free air remains the
same whatever lie the pressure adopted. This is easily seen.
Imagine a cyiindar of a given thickness charged with air ; let
tli:s volume of air be compressed to half its original volume. A
cylinder one-half the length of the former will now enclose it,
but as in halving the volume the pressure has been doubled,
the thickness of the cylinder must be increased in the same
proportion, if the working stress is to remain constant. The
statement is not strictly true, as it disregards the effect of the
cylinder ends, but this is not very important. The American
tramcar cylinders referred to appear to be exposed to a
working stress of 13 tons per square inch of nieta1. Professor
Unwin's Committee on Gas-bottles recommended that the
working stress should not exceed 8 tons. For carriage receivers
a working stress of 10 tons per square inch for weldless cylinders
is certainly not excessive. At that figure the weight of receivers
(disregarding the ends) works out as 8| lbs. per lb. of air stored,
or 630 lbs. per 1,000 cubic feet of free air. Making allowance
for the ends and connections, the total weight of receivers will
lie ten times that of the air carried. In the Paris tramcars it
works out as twelve times.
The weight of the receivers is also independent of their
diameter : four G inch cylinders will have the same weight and
the sime capacity as one 12-inch, and will have the same
circumscribing rectangle. It will ihus be seen that there is
considerable room for constructional variation.
Air Compression.
Having thus f»r cleared the ground, it will be well to deal
briefly with the nature of the problems involved in the trans-
mission of power by compressed air. At the power station or
point from which power is to be transmitted are a set of
compressing pumps driven by steam or water-power, which
force the air into magazines, whence it is transmitted to the
motor by a line of ) iping, or in the case of a vehicle it is stored
in reservoirs carried thereby.
Naturally the object is to get as large a proportion as possible
of the work expended in the compressing station exerted at the
motors.
In a perfect gas — and air, if dry, is, for all ordinary purposes,
a perfect gas -the pressure is inversely proportional to the
volume if the temperature remains constant, and the compres-
sion or expansion curve is a rectangular hyperbola.
As a matter of fact, however, in compressing air the tempera-
ture does not remain constant — the work exerted in compression
is converted into heat, and this heat acts to expand the mass
of air and to increase the work required to compress it to any
given pressure.
If we consider the whole of the heat so generated to be
retained in the air, the- curve of compression is known as an
adiabatic, in contradistinction to the curve produced by the air
at constant temperature, which is termed an isothermal. In the
isothermal the pressure multiplied by the volume is a constant
quantity ; in the adiabatic the volume has to be raised to the
power of 1-4 to produce a constant when multiplied by the
pressure.
At first sight it would apnear that no particular disadvantage
attended adiabatic compression. The expenditure of a certain
amount of work has resulted in the production of a correspond-
ing volume of compressed air at a temperature which may-
be considerably higher than the initial temperature, and the
whole of the work exerted is stored up in the air ; and if this
air could be transferred directly to the motor cylinder, this
would be the case.
Air Compression in Throa Stagm
Fig. 4.
Unfortunately, however, in all cases that arise in practice,
this heat cannot be retained. If the air has to be stored in
reservoirs or earned any considerable distance, it must inevi-
tably fall or tend to fall to the temperature of the atmosphere.
This fall in temperature is accompanied by a corresponding
contraction in volume or reduction of pressure. So that if the
compressed air falls to the initial temperature before it is used,
all the work expended above that required by isothermal
compression is thrown away ; and so, setting aside any
mechanical questions, it is essential that the compressing
process be accompanied by the production of as little heat as
possible.
To this end it is now usual for all high pressures to adopt
compression in stages, with intermediate cooling ; that is to
say, the air is compressed up to a certain point in one cylinder,
passed into a cooling chamber, where it is cooled down to the
initial temperature or as near to it as possible, then led iuto
the second compressing cylinder, and so on. The effect of this
step-by-step action is very important, as is apparent from the
diagram Fig. 4, which represents compression to 34 atmospheres
pressure in three stages. The shaded areas represent the lost
work.
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THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
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In addition to this, the compressing cylindere may be jacketed
with water, and may be provided with a cold water spr9y
injection. As to the efficacy of tHese methois there is some
difference of opinion. Many thiuk that the water-jacket is
of very little value, and others hold that the undoubtedly
powerful cooling action of a fine spray of water in the cylinder
is more than balanced by the excessive wear of the cylinder due
to the action of the water ; it is also somewhat difficult to
maintain a really- fine spray, and without great watchfulness it
may happen that the water is cut off completely by the choking
of the orifices.
In any esse it is quite safe to say that the compression curve
is invariably below the adiabatic line to a small extent in
consequence of the equalising action of the cylinder walls', of
radiation into the atmosphere, and of the moisture naturally
carried by the air.
Cost of Compressed A ir.
Now as to the cost of compressed air. In Paris the Com-
pressed Air Company supplies its customers at the rate of i\d.
above the low-pressure and intermediate steam cylinders, compress
atmospheric air into a receiver, D, from which it is taken by the
high-pressure cylinder, C, mounted above the high-pressure
steam cylinder. The engine shaft, I, carries fly-wheels, H, H,
and drives, by bevel-gearing. J, and veit:cal shafts, a lay-
shaft, K, which operates the valves of the steam cylinders. This
shaft also carries cams by which the valves of the compressor
are closed mechanically at the required periods. Fig. 6 shows
the general arrangement of the cams, rock-shafte, and connections
for the high-pressure air cylinder, and Fig. 7 represents the
valve chest at the top of the same, U and V lieing respectively
the inlet ami delivery valves, and O, 0, their rock-shafts. The
inlet valve of the low-pressure cylinder is shown in Fig. 8 ;
the valve seat Y is prolonged to form a cylinder Y1, which, with
a piston formed on a prolongation of the valve X, forms an
air spring. According to a report by M. Popp, the cost in
ordinary working, including coal, water, lubricants, rents,
salaries, and wages, is l\d. per 1.0CO cubic feet, that is about
\^d. per 100 lbs. of air. The coal consumed was 5 \ lbs. per
1,000 cubic feet, or, say, 13"6 lbs. of air per lb. of coal. Per
Cnto
Fjo. 6.
per 1,000 cubic feet of free air. In the ill-fated Birmingham
scheme the price was Ad. per 1,000, but it was admitted that
with the plant and mains in proper order it could have been
sold at a profit of l|rf. per 1,000. An American authority
considers that 24rf. per 1,000 would be a most remunerative
price for a public supply of air at 100 lbs. pressure.
These figures relate to the supply of air by mains laid in the
public streets, and at comparatively low pressures. In
charging vehicles directly at the power stations the price
should be considerably less, as the cost of the mains and the
loss by leakage is saved. On the other hand, the increased
pressure required for carriages demands increased expenditure
for power.
Possibly the most efficient compressors yet cons' ructed are
those of the Paris Compressed Air Company, designed by
Professor Riedler, in which, a pressure of seven or eight atmo-
spheres is attained in two stages. The plant comprises four
sets of 2,000 horse-)iower triple-expansion condensing engines,
Figs. 5 and 5a. The low-pressure air cylinders, A and B, mounted
Fio. 6a.
I.H.P. in the steam cylinder 2'14 lbs. of coal were burned
per hour, and the lbs. of air per I.H.P. were 28.
Of the total cost, coal at iHt. per ton takes up about two-
thirds, salaries and wages about one-fifth.
With a duplicate set of such machinery the air could be
compressed to a pressure of 68 atmospheres at a little more than
double the expenditure of power, say 12 lbs. of coal per 1,000
cubic feet or 7 lbs. of air per lb. of coal.
In practice, however, unless with very large undertakings, we
should probably not so beyond three steps in compression. The
St. Angustin-Vincennes Tramway in Paris, on the Mckarski
system, is operated by three stage compressors, Figs, i) anil 9»,
consisting of four single-acting air cylinders, arranged in
couples, tandem. The two low-pressure cylinders are 1 2 inches
diameter, the intermediate 10 inches, and the high pressure
6 inches ; the stroke of each is l(i inches The crank-shaft of
the c .mpressor is coupled direct to that of the steam-engine.
These compressors in ordinary work produce !) lbs. of air per
I.H.P., or say A\ lbs. per lb. of coal, the pressure Iwing
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60 atmospheres. But on the whole there appears little reason
to doubt that with well-designed engines, boilers, and com-
pressors, in a plant of a fair size, 1 lb. of coal would be a liberal
allowance for producing "> lbs. of air at 68 atmospheres pressure,
and would even cover the small consumption of fuel required
for preheating and intermediate heating at the motor.
Air Motors.
Turning now to the consideration of the Air Motor. The old
plan was to send the air direct into the working cylinder, where
the converse action takes p'ace to that which occurs in the
The addition of steam has the effect not ouly of raising the
initial temperature, but of also supplying heat to the air as the
expansion proceeds ; the expansion curve is thus kept well up
to the isothermal. The amount of steam required is very small,
Fio. 6.
compressor ; the work performed during expansion has to be
supplied from the heat in the air itself, which accordingly falls
in temperature and contracts in volume relatively to isothermal
expansion. This fall of temperature causes trouble in conse-
quence of the freezing of the moisture carried by the air, so that
in most cases it has been found expedient to relinquish the gain
due to long expansions and to cut o:F comparatively late in the
stroke. It is now generally recognised that the efficiency is
vastly increased by heating the air before using it, or by heating
and mixing steam with it. The system, of course, ceases to be
a storage system pure and simple. In some cases this might be
an objection ; on a carriage or traniuar, the objection, if any,
appears to be infinitesimal.
| Fio. 7.
I and the exhaust is quite imperceptible, even in the winter.
M. Popp's system of passing the air through a coke stove is
1 perhaps simpler and lighter than the Mekarski plan, although
doubtless not so efficient. Fig. 10 represents a stove which may
be used in connection with a 15 horse-power engine. It is
Fig. 8.
2 feet 6 inches high by C^ inches diameter, and consists of a
series of vertical tubes, E, coupled in pairs at their upper ends
by fl pieces, F, and mounted upon a hollow-base ring, A, formed
with radial partitions and inlet and outlet branches. The air
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL
219
passes up and down through the entire series of tubes. The
casing is provided with a chimney branch, S, and with a lid, P,
for charging the fuel into the fire-clay hearth which surmounts
the grate, H. A coil of tubing, N, may be provided to generate
steam, a jet of which may be directed iuto the air delivery-
pipe. The same stove is employed for preheating and for inter-
mediate heating in compound engines. The coke stove might
be replaced by an oil stove, or bv a petroleum lamp in the air-
pipe itself, as has been done in America.
Now obviously, as the air is used, the pressure in the
receivers will gradually fall until it drops too low to be usefully
employed for our purpose. The volume of air then remaining
in the receivers is dead, and as we have to carry not merely the
weight of the air, but what is far more serious, the correspond-
ing weight of receiver, it behoves us to adapt our motor for
We must, it appears, decide to throw away some of the
advantages attending the high pressure at which the receivers
are charged in the first instance, and pass the air through a
reducing valve on its way to the cylinders. There are several
constructions of these valves iu use. That of M. Mekarski
(Fig. 11) is said to be very reliable in its automatic action ; it is
mounted above the hot water chamber. The stem of the
valve, S, carries at its upper end a disc, P, in contact with a
rubber diaphragm, A, placed between the chamber, C, and the
hydraulic press, H, the bottom of which is perforated. The
valve opening is controlled by increasing or diminishing the
pressure in the press by means of the hand-wheel. When once
set to deliver the air into the chamber, C, at a given pressure,
the device automatically adjusts itself to maintain that pressure
constant in spite of the fall in the receiver pressure.
■%?'.
F
Fig. 9.
Fio. 9a.
■working at as low a pressure as possible. On the other baud,
there is a vast difference in the amount of work which any
given weight of air may give out at different pressures. A
pound of air at atmospheric temperature, 60° F., and at a
pressure of 1,000 lbs. gauge, would in expanding, without
addition of heat, down to the atmospheric pressure be capable
of doing 67,000 foot lbs. of work, whereas at 60 lbs. pressure
the same weight of air would perform 35,500 foot lbs. only — a
loss of 47 per cent.
But the use of air direct from the receiver is attended with
serious difficulties ; it is impossible to obtain the requisite range
of expansion for maintaining the work output constant without
employing a multi-cylinder compound engine and other com-
plications which are entirely out of place on a vehicle.
Let us assume a working pressure for ordinary conditions of
165 lbs. gauge, or 180 lbs. absolute. It is a pressure well within
the range of ordinary engineering experience, and calls for no
special conditions of construction. At that pressure the work
which a pound of air at 60° F. is capable of doing in expanding
down to the atmospheric pressure without the addition of heat
is 40,000 foot lbs., which represents a losi of 26 per cent, as
compared with air at 1,000 lbs.
It must be noticed, however, that this pressure of 1,000 lbs.
obtains only at the start ; the average pressure during a run
until the receiver pressure falls to the working pressure of
165 lbs. would be 600 lbs., the work corres]»onding to which is
62,000 foot lbs.
When the receiver pressure has fallen to 180 lbs., 18 |»er cent
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I HE AUTOMOTOR AND HOUSELESS VEHICLE JOURNAL.
[March, 1897.
of the original charge i8 still left. By a step-by -step regulation
of the working pressure and a corresponding adjustment of the
point of cut-off, this remnant may be reduced by, say, one-half,
corresponding to a working pressure of 90 lbs. But this
Fig. 10.
portion of the charge will l>e leas efficient than the main portion,
for, as the working pressure is reduced, considerably more air is
required to do the same work in the 8»me cylinders. Thus, at
90 lbs. pressure, 1J lbs. of air are required to do the work of
1 lb. at 180 lbs. pressure. If, on the average, the air is used
with four-fifths its former efficiency, the additional 9 per cent,
of the total charge which may be used in working down to
90 lbs. is equal to 7-2 per cent., reckoned at the original
working pressure. That is to say, 91 per cent, of the charge
does work which count* as 892, taking the work per lb. as
49,000 foot lbs.
This 49,000 foot lbs. per lb. of air represents, it must be
understood, the work shown on an ideal indicator diagram, in
which the expansion curve is an adiabatic line ; i.e., it is based
on the assumption that the air we are using is a perfect gas, and
that no heat is supplied to it during any part of the stroke.
In practice the expansion curve invariably lies somewhat
abjve the adiabatic tine. This is due to the presence of
moisture, to radiation, and to the equalising and conducting
action of the cyliuder walls. Thus the actual indicator diagram
in the case of "air, with its rounded corners and other defects,
would probably not show perceptibly less work than the ideal
diagram. However, to allow for valve and piston leakage we
may deduct one-seventh ; this will reduce the 49,000 foot lbs. to
42,000, which is equivalent to an expenditure of 48 lbs. per
I.H.P. per hour. This result may be compared with an experi-
ment made in Paris by Professor Kennedy. A small Davey-
Paxman steam engine" was worked with air at 67 lbs. gauge
2 3
Volumes
Compound Air Motor
Fig. 12.
, pressure. When indicating about 10 horse-power the con-
sumption of air was 68 lbs. per I.H.P. per hour. Allowing for
increased pressure and expansion, the consumption of air at
, 180 lbs. should be one-third less, i.e., 45 lbs. per I.H.P. per
hour, as against the 48 obtained by calculation.
By heating the air before sending it into the cylinder the
I consumption may be considerably reduced. At a temperature
of 320° F., which is that of saturated steam at 75 lbs. pressure,
I the volume of the air is increased by one-half, aDd the work
done in the same proportion. Further, if, as is certainly
j desirable, the air be worked in a compound engine, it may in
passing from one cylinder to another be again heated up to
the same temperature ; a saving of one-half is thereby easily
effected. This brings the consumption down to 24 lbs. per hour
per I.H.P. Fig. 12 represents the theoretical indicator diagram
of such a motor with intermediate heating. The dotted line is
the isothermal.
The heating may be effected at a trifling cost. Professor
Kennedy, in the engine already referred to, found that the
| expenditure of one-third of a pound of coke per I.H.P. per
' hour sufficed to heat the air up to 315° F, and thereby to effect
i a saving of 25 per cent, in the consumption of air.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
221
A larger engine, indicating about 70 horse-power, required
34 lbs. of air at 80 lbs. pressure, and 800° F. per I.H.P. per
hour. A small engine, giving off about two horse-power on
the brake, used per hour per brake horse-power 55 lbs. of air
lit 300° F. Small rotary engines consume 65 lbs. per brake
horee-power per hour of air heated to 150° F.
The frictional losses between the cylinders and the wheels
will amount to 40 per cent, or thereabouts of the I.H.P. So
that the consumption of heated air used at 180 lbs. working
pressure and a temperature of 320° F. per effective horse-power
per hour will be 40 lbs. lit an hour, if working continuously,
a distance of eight miles would be covered, so that per mile the
consumption would be 5 lbs. per effective horse-power, and
it has already been shown that one effective horse-power is
required per ton per mile. The consumption is really
* independent of the time consumed upon a journey. As many
and as long stops as may be desired may be made without
affecting the consumption, except in regard to the increased
power required to start the vehicle from a state of rest.
Here again the figures may be compared with the results of
actual practice. M. Barbet has published the results of working
the Nogent tramways, a line upon the Mlkarski system, with
the engines on the cars. The engines are not compound, and
the working pressure is considerably below 180 lbs. On the
other hand, the advantage of the admixture of steam with the
air is secured. The receiver pressure is 45 atmospheres. The cars
carry 55 passengers, and weigh 12 toils. The air consumption
taken over a long period does not exceed 35£ lbs. per car mile ;
i.e., it is under 3 lbs. per ton mile. M. Barbet takes the
resistance as 33 lbs. per ton, so that with a resistance of
45 lbs., as on ordinary roads, the consumption should be a
little over 4 lbs.
Probably 33 lbs. is too high ; the figures arrived at by our
best authorities for tramway resistances are 22J lbs. per ton.
At this rate, the consumption for an ordinary road carriage
would be 6 lbs. per ton per mile.
Evidently then, under the conditions of working assumed,
the estimate of 5 lbs. of air per ton mile is fairly accurate.
We have already seen that, upon the basis of 2 lbs. of coal
per I.H.P. per hour, the expenditure of 1 lb. of coal is sufficient
for the production of 5 lbs. of air, so that 1 lb. of coal is sufficient
to move a gross weight of one ton one mile.
For a 10-mile ruu 50 lbs. of air are required, and allowing
for dead air and a reserve supply of, say, one-sixth, we require
a charge of 64 lbs. per ton gross.
The receiver will weigh ten times as much as the air. Thus
the total weight of air and receiver for a 10-mile journey
amounts to 700 lbs. per ton ; for an eight-mile journey it is
560 lbs., just one-fourth of the total weight moved. By
reducing the length of the run or by increasing the working
stress upon the metal of the receivers, as there is ample margin
for in case of emergency, the figures may be still further
reduced.
Then we have to consider the weight of the engine, gearing,
and stove, as well as that of the vehicle itself, which would need
to be strengthened on account of the machinery. It is not
possible to give definite statements here, so much would depend
upon the kind of vehicle and the amount of load, but, roughly
"peaking, the paying load would work out to one-third the
gross load.
Cost of Transport.
On this basis the consumption of coal per mile per ton net
would be 3 lbs., which at 12«. per ton would cost something less
than \d. For rough purposes we may double the cost of coal to
get the total cost of the compressed air. This gives us something
under %d. per ton mile as the cost of power. For vehicles
making the return journey unloaded an addition would have to
l>e made of two-thirds. So that the cost per ton of mying
load would amount to iftf. To this must be added driver's
wages,_ superintendence, interest on cost of the carriage,
depreciation and repairs, lubricants, &<•.
We are now in a position to consider the application of the
system in particular cases, and here we must keep in view the
Government regulations as to weight and speed. The limiting
weight of the empty vehicle, excluding fuel, water, or accu-
mulators, is three tons. It is quite reasonable to expect that
storage vessels should be deemed to be on the same footing as'
the storage cells of electric carriages ; it might, in fact, in
some cases be expedient to place them in the carriage ready
charged and to replace them by others when exhausted. • We
must, therefore, see that the carriage, with engine, gearing, and
: stove, does not exceed three tons. Bat here the speed questiou
I comes in : a carriage weighing three tons empty is limited to
I five miles per hour, whereas if the weight does not exceed two
< tons, the speed limit is eight miles per hour.
! Now, if we assume that the earning capacity is in direct
i proportion to the weight of the carriage and to its speed, we
find that there is very little difference whether we use the
' three-ton or the two-ton carriage— the proportion is as 15 to 16.
For the transport of goods over a distance of 30 miles, the
< lighter carriage has a decided advantage in that the higher
speed would enable a round journey to be made with ea«e in
j a working day, so that a driver would return at night to the
point, not necessarily a terminus, from which he started in the
! morning.
A vehicle weighing 30 cwt. would be capable of carrying a
j load of two tons and 36 cwt of receivers. The eugine, stove
, and gearing need not exceed 10 cwt., which makes up a total of
| two tons for the vehicle, or 5 tons 16 cwt. gross.
The round journey, unloaded one way, would cost for-
«. d.
Power 3 3
Driver 5 0
Oil, &c 0 a
Interest on first cost, depreciation, aud
repairs 1 0
Total
.... 10 0
1 or 5*. per ton — 2d. per ton mile. If a return load can be
I arranged for, the price would of course work out still lower.
To work a run of this length three power stations would be
; required at intervals of 10 miles, the first and last stations at
| five miles from the respective terminals.
A plant of 500 I.H.P. at each of these stations would be
< capable of dealing with the trausport of 200 tons \>ir day. The
j cost of the stations would vary very much, in accordance with
I local conditions, situation, &c.
| The efficiency of the entire system, from the engine cylinders
j of the compressor to the road wheels, is rather less than one-
third (-28). A large proportion of the loss is due to the
| necessity of high storage pressures aud comparatively low
working pressures. It may be reduced by charging the
I receivers first from one of the intermediate receivers of the
compressor and then completing the charge from the high-
I pressure receiver, or the main compressing engines may be
j arranged to work up to say 34 atmospheres, and a supplementary
; compressor employed to force this air direct into the receivers
< until the requisite pressure is attained therein.
; The charging of the receivers is a work very rapidly accom-
plished. It is stated that some of the tramcars in New York
'■ are charged in two minutes. This is very smart work indeed.
In Paris the cars on the St. Augustin-Vinceiines Tramway are
[ charged with steam and air from stand-pipes in the street— one
| for the up and the other for the down line— and the average stop
is four minutes. A friend was good enough to time the stops
a week or so ago. His log for one of them is : —
4.33 arrive ; chock wheels ; screw on junction ; turn on
steam ; screw on junction.
4.34 turn on air.
1 4.35 J turn off steam ; unscrew junction.
4.36" turn off air ; unscrew junction.
4.37 start.
I The cars run every 10 minutes, so that the men in charge are
i kept pretty fully employed.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Mahch, 1807.
For road vehicles the charging would, of course, be done at
the power stations, which would be provided with a carriage-
shed having a range of pipes and adjustable connections to allow
of two or more vehicles being simultaneously charged. Fig. 13
illustrates the adjustable pivoted connections in use for tramway
purposes.
Mb. Duqald Clerk's paper on "Oil Engines for Motor
Vehicles,'1 which was to have been read before the Self-
Pro|>elled Traffic Association this month, has been postponed
till November next; and we regret to hear that Messrs.
L. A. Legros and George Hopkins have- on the plea of unpre-
]>aredness owing to lack of data— requested the postponement
of their papers, announced to be read before the Liverpool
Branch of the Self-Propelled Traffic Association for the 16th
and 30th instant respectively.
gearing, and the driving road wheels. It will be seen from
the above that the motor-cars are pulled along by the front
wheels, an arrangement which gives several important advan-
tages over vehicles which are pushed along. In order to keep
the weight down an aluminium alloy is used wherever possible.
The oil engines employed run at a high speed, and are fitted
with special spray and exhaust valves, and ignition arrange-
ments, which they have been at great expense to work out. They
work with the ordinary Tea Rose or Daylight Oils, and a gallon,
costing about Id., is sufficient to propel the lighter vehicles at
a speed of 12 miles an hour for several hours.
The electrically-driven carriages, which are got out to the
designs of Mr. Ekilburn Scott, have the accumulators suspend e I
from a very strong under-framing between the front and hind
Fid. 13.
To recapitulate, it is possible with 1 lb. of coal to produce
5 lbs. of compressed air. Five lbs. of air are capable of moving
one ton one mile. Allowing for receivers, &c, the paying load is
one-third the gross weight, so that 3 lbs. of coal are required
per ton mile.
Sir David Salomons, Bart., will read a paper before the
Society of Arts on the 12th of May, entitled "Motor Traffic:
Technical Considerations."
MESSRS. NEW AND MAYNE (LIMITED).
Tnis firm has long been known for excellent workman-
ship, combined with enterprise in adapting themselves to any
new thing which may come forward. It is, therefore, by no
means surprising to outsiders to find that they are in the very
front rank of motor-carriage builders— while to those who know
how keenly the members of the firm have followed the intro-
duction of automotors into this country it seems only in the
"eternal fitness of things" that they should take a foremost
place in catering for an appetite which they have done much to
create. In order to standardise work the under- frames of the
carriages are made to the firm's patterns, and with these as a
foundation any modifications or additions can easily be made
to suit the convenience of the customers. We have examined
some of these frames, and unquestionably great care has been
fciken in designing all the parts in order that the stresses shall
be properly distributed, and sufficient motive power has been
allowed to negotiate the steepest, hills. All the carriages run at
12 aud 4i miles an hour, the latter speed being obtainable
without reducing the sjieed of the motor. The hand-wheels,
levers of brakes, &s., are placed in positions readily accessible
by the driver of the carriage, and vibration is guarded against
by the employment of powerful springs between the under-
framing and the carriage body. The Ricksha and dog-cart
patterns have three wheels, the single front wheel being
employed for .steering. All the other carriages have foul-
wheels, and steering is effected by the hind axle and turntable
The front axle carries the motor, reduction and differential
axles, thus keeping the centre of gravity low down and enabling
the box contaiuiug the cells to be unshipped in a few minutes.
Springs are interposed between the accumulator-b >x and the
under-frame. The motors are specially designed for lightness
and accessibility, and are suspended on riding springs in the
same wav as the motors used for tramcars. Each motor is
completely enclosed, but the commutator aud brushes cau be
readily inspected. The brushes are built up of carbon aud
copper, ana special arrangements are made for aiiulling the
lead. A char-a-banc to carry 22 persons is bei.ig made, and
designs for electric omnibuses are in hand.
Messi-s. New and Mavne usually employ the I. E. S. Accumu-
lator Company's special traction or A cells, as they have found
that they withstand vibration ami heavy discharges very
successfully.
A 52-page diary, priuted on excellent paper, is one of the
features of The Avtomotor and Horseless Vehicle Diary
and Pocket-Book for 18!>7, which contains over 100 pages of
information. Prke (\d. ; post free, Id., of Messrs. F. King and
Co., 02, St. Martin's Lane, London, W.C.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
223
MESSRS.
"No. I
PHILIPSON AND TOWARD'S
STEAM MOTOR-CARRIAGE." I
Os the last Saturday in February there was a semi-private
assembly at the carriage-building factory of Messrs. Atkinson
and Philipson, Newcastle, to inspect a new motor-carriage,
locally invented, designed, and built, and, as to parts, patented
and registered. The new autocar is the joint production
of two well-known Tyneside firms — Messrs. Toward and Co ,
engineers, St. Lawrence, and Messrs. Atkinson and Philipson, !
the eminent Newcastle carriage manufacturers. The latter
firm have supplied the carriage and wheels and the former I
the motor. The joint production is a smart wagonette, well
designed, and of compact appearance, while the motor is
apparently equally satisfactory, and in actual trial in the yard
gave promise of performing efficL.ntly on the raid. As the
first product of
its designers and
builders, however,
it was interesting
mainly as giving a
concrete illustra-
tion of the ideas
which will probably
prevail for some
years in regard to
the new mechanical
road locomotion.
In the north of
England there have
not been many
motor-cars seen in
public at all, and
the majority of
those that North-
umbrians have had
an opportunity of
seeing in public
have not been such
as to inspire much
confidence or hope
for the future of
motor traffic ; they
have been chiefly
gasoline-motors of
French or Ameri-
can pattern and
manufacture, and
have been unplea-
santly odoriferous.
For the purposes
of French autocar
competitions, oil seems to have bean a greater favourite '
than steam as a motive power, electricity not yet being a '
practical competitor ; but in England the gasoline-motors
have not found so great favour as steam is likely to receive
when the numerous inventors who are busy with steam road- |
carriages show what are the capabilities of the older power. I
Messrs. Toward and Co. — there are three partners who have
interested theniselves in the design of the motor exhibited, |
and one of them, Mr. Meek, is a fairly old hand at the
game, for he made for himself 20 years ago a very workable
steam tricycle — and Messi-s. Atkinson and Philipson have
designed a very strong and neat frame for their autocar, all
the parts of which are admirably fitted for their purpose.
Instead of taking a normal carriage or trap and storing the
motor somewhere about it, they have taken the motor and built
the carriage round it. Mr. John Philipson, and his two sons, I
if: ^m' ant* ^r' J"'111 Philipson, are adepts in their art, and,
while not abandoning the old principles of carriage construction,
they have designed a special framework which admirably
supports the motor, while at the same time carrying i>assengers
somewhat after the style of a four-wheeled dog-cart or
wagonette. As to the motor, no one who saw it at work
could doubt for a moment the immense preference it must
possess, other things being equal, over any kind of oil motor.
Smoothness of motion, absence of vibration and smell, and
simplicity of handling were at once evident. Probably
something else than the rubber-tyred wheels will be required
to save the motor itself from the effects of the shock and
concussion of rough roads, and perhaps in future carriages
a similar arrangement of springs to that which protects the
body of the carriage will be fitted to the motor. In the carriage
now made the fuel used is coke, but the intention is to employ-
petroleum. The boiler is of the water-tube type, and super-
heated steam is obtained somewhat after the same style as in
the Serpollet generator, thus dispensing with ordinary boiler
fittings, such as water gauges, valves, air gauges, thermo-
meters, &c. Before starting the furnace is lighted, and the
boiler tubes — which, however, are not flattened, as in the case of
the Serpollet gene-
rator — arranged
spirally reach a red
heat. A hand pump
is employed to force
into the boiler just
sufficient water to
supply the requisite
amount of steam—
which is instantly
generated — and,
when once a start
is made, the water
is pumped auto-
matically in fixed
quantities into the
generator. From
the time of lighting
the furnace steam
can be got up in
about 20 minutes.
Once the furnace
is going, however,
a few seconds'
pumping suffices to
start the engine.
The engine is of
the compound type
— the two cylinders
being placed on
each side of the
boiler between it
and the hind
wheels-— and drives
a shaft from which
the power is com-
municated to the axle of the rear wheels by a roller
chain of bicyc'e pattern. Here a very ingenious differ-
ential gear is fitted. The engine is three horse - power,
and the weight of the whole carriage, motor included, is
considerably under 10 cwt., so that it does not err on the
side of excessive weight. The engine works at a pressure of
about 140 lbs., and a speed of 12 or 13 miles an hour, it is
estimated, can easily be maintained. The driver has few com-
plications to attend to ; once a start is made, the machinery
runs automatically, with none of the multitudinous handles and
levers to be turned that are found on some motor-carriages.
The one lever for turning on steam regulates the speed of the
carriage to a nicety, and the steering handle acting on the fore-
carriage and the foot-brake (which it is intended to supplement
by a screw brake) acting on both driving wheels are the only
things to claim his attention. A very clever arrangement
permits of stoking from the top of the boiler case, without
losing heat ; in fact, all the details have been thought out with
great ingenuity. The trial was only an initial one, but it
showed enough to demonstrate that Newcastle has at last
y 4
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THE AUTO MOTOR AND HORSELESS VEHICLE JOURNAL.
[March, 1897.
what promises to be a very efficient autocar, serviceable for
both town and country use, for rough roads aud smooth, for
hilly districts as well as level. It would serve for purposes of
pleasure as well as for commercial uses, aud, what is of the
greatest importance, is not apt to get out of order, while it is
simplicity itself to manage. The inventors and makers are to
be congratulated upon having been the pioneers on Tvneside
in the manufacture of autocars, and upon having at their first
attempt turned out so satisfactory a machine. It needs improve-
ments in details, but we feel sure that it is all right tn the
main.
MUNICH MOTOR EXHIBITION.
On the occasion of its jubilee, the General Industrial
Association of Munich, in co-operation with the Polytechnic
Association of Munich, is organising an exhibition of motors
and machine tools with special regard to the requirements of I
small manufacturers. The exhibition is under the patronage
of H.R.H. Prince Luitpold, Regent of Bavaria ; it enjoys the
support of the Bavarian Government as well as that of the j
Municipality of Munich, and the outlay is guaranteed by a :
special fund. The engineers' machinists of all countries are '
invited to send machines or models. The programme, which '
ha* been placed before us by the Consul-General in London, j
states that the object is to exhibit such machines and auxiliaries i
as tend to improve industry and the arts, as well as to instruct
and encourage manufacturers, and make them acquainted with i
the value and importance of making the best use of the forces ■
of nature by means of the scientific and technical inventions
and improvements of our day. With this object, the exhibition
will contain motors, machine tools, hand tools, implements,
apparatus and machinery in motion, as well as the materials
to be worked up, and the manufacturing processses in operation;
accordingly, motors over 10 horse -power, and tools or machines
requiring greater driving power, such as steam hammers, lathes,
rolling machines, aud the like, will be excluded. Popular
lectures on special scientific and technical branches will be
delivered, and technical literature on these subjects will be
exhibited. The exhibition will be held on the so-called
Kohleninsel, which belongs to the Municipality, and is near
one of the most crowded thoroughfares of the capital. It
will be opened on June 11th, 1898, and closed on October 10th.
The exhibition comprises five groups, divided as follows : —
Group I.— Motors, gas, petroleum, benzine, steam, and hot-
air engines, machinery driven by -water and wind power,
and electro-motors up to 10 horse-power.
Group II. — Machine tools, hand tools, and implements.
Group III. — Auxiliary machines, as pumps, ventilators,
presses, cranes, clocks, parts of machines, electrical arrange-
ments, safety appliances, apparatus, and auxiliary materials.
Group IV. — Manufacturing processes in operation aud
machinery in motion.
Group V. — Special technical literature.
The Board of Directors is made up as follows :— Honorary-
President, His Excellency Baron Max von Feilitzsch ; Honorary
Vice-President, Wilhelm von Borscht, Mayor of Munich •
President, Max Nagler ; Vice-President, Georg Leib ; Deputy
Vice President, Egbert Von Hoyer. For further particulars
application should be made to M. Nagler, or the directors,
l£, Farbergraben, Munich, Bavaria.
Jbzeli Pan zechcisz oglaszac w pismie naszem prosze podac
nazwe "The Automotor and Horseless Vehicle Journal."
Notes on Motive Power generally and Electrical Batteries are
set out in The Automotor and Horseless Vehicle Diary vnd
Pocket-Book for 1 tt07, which contains over 100 pa^es of infor-
mation. Price ikl. ; post free, Id., of Messrs. F. Kni? and Co
02, St. Martin's Lane, Loudon, W.C. g '
GAS TRACTION ON TRAMWAYS.
In a paper recently read before the Paris Society of Civil
Engineers, M. A. Lavezzati gives particulars of the system of
gas traction on tramways, which, originating at Dresden, is now
being tried at Dessau, Blackpool, and Paris. The motor used is
of the Otto type, having two cylinders, and located under the
seat on one side of the car. Access for cleaning, &c , \% obtained
through suitable doors. For ignition, electricity is used, it
being thought undesirable to keep naked lights burning amidst
the inflammable material of which the car is built: To change
speed or direction, gearing i* employed, two different speeds
being available at will. The speed lever and reversing lever
are both fitted on the car platform. Wheu the former is in mid
position the engine runs free, though, as at the same time its
gas supply is throttled, its speed falls to 80 revolutions per
minute. Pushing the lever to right or left places either the
high or low speed in gear with the engine, simultaneously fully
opening the gas-valve and causing the engine to run at it*
normal speed of 220 revolutions per minute. The gas is carried
in three reservoirs, two of which are fixed under the opposite
seat to that concealing the motor. These reservoirs have a
capacity of about 35 cubic feet, and are charged initially to a
pressure of 140 lbs. to 170 lbs. per square inch. The cooling
water is carried in tubes placed in the roof of the car. At the
compression stations a small gas-engine is used to drive the
pumps which charge reservoirs connected to a standpipe near
the track. When a car requires recharging, its tanks are
connected to this staudpipe and the valve opened, when about
two minutes is sufficient tinfe to completely recharge the car.
At Dresden the line is about 2*2 miles long, and includes one
grade of 4 per cent. The cars are small, and consume about
36 cubic feet of gas at ordinary pressure per car-mile, including
that used at the compression stations. At Dessau the line was
opened at the end of 1894, and is nearly four miles long. It
comprises one 5 per cent grade about 200 feet long, and a curve
of 50 feet radius. There are 13 cars on service, four of which
are supplied with 10 to 12 horse-power motors, and nine with
those of 7 to 10 horse- power. The motor-cars weigh six tons
empty and eight tons loaded, aud there are, moreover, seven-ton
cars. The gas is stored at a pressure of 142 lbs. per square
inch in tanks of 28-25 feet capacity. With thiB supply a run of
10 to 12 miles can be made without recharging. The cooling
water carried is only about 18 gallons. The speed is limited to
a maximum of 7£ miles per hour. The consumption of gas is
30 cubic feet per car-mile, 10 per cent, of which is used at the
compression stations. At Paris the experimental car tried
weighed seven tons empty and 10 tons when loaded with
42 passengers. The motor of 10 to 15 horse-power was designed
to run at 100 revolutions when the car was stationary, and at
250 when the latter was moving. The tanks were of 44 cubic
feet capacity, and were charged to a pressure of 142 lbs. per
square inch. The water carried was 19 gallons. The speed
attained reached 10 miles per hour, the gas consumption,
exclusive of that used in compression, being 31 cubic feet per
car-mile, and about 14 miles could be run without recharging.
With reference to our description, with illustration, in
January issue, of the " Damon " tyre, we understand that the
tyre is Wood and Armitage's patent, which has been specially
designed for carriage and automotor work, and is manufactured
by the W. aud A. " Safe " Tyre Company. Mr. L. Broughton
\Vood, of Stoke on-Trent, is the special .agent of the Company,
and will supply full particulars on application. The addrest of
the London agent U Is", Dashwood House, E.C.
"rfW^M^W****"***************^*/*
All the leading types of Motor-Carriages are fully illustrated
in The Automotor and Horseless Vehicle Diarv aw Pocket-
Book for 1897, which contains over 100 pages of information.
Price fid. ; post free, "id., of Messrs. F. King and Co., 62, St.
Martin's Lane, Loudon, W.C.
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THE AUTOMOTOB AND HORSELESS VEHICLE JOURNAL.
225
THE ROOTS' PETROCAR.
each 10 miles run ; anil of the 3 horse-power motor, 2d. for each
10 miles run, and any kerosine or paraffin of 73° F. to 150° F.
(Abel's flash test) can be used.
The Roots' Petspcar, the newest t.ype of which is illustrated on
this page, uses ordinary oil in place of the benzoline spirit
fenerally employed in the French and other motor vehicles,
'his spirit is stated to be two and a half times the running cost
of oil, and cannot be obtained as readily iu villages as ordinary
oil, as used in the Roots' Motor, and it is calculated about
10 per cent, more power is obtained from a pint of oil than
from a pint of benzoline. This motor is thererore not a benzo-
line motor but a true oil-motor, with a flashing-point above
73° F. (Abel's flash test).
The Roots' Petrocar is constructed with a double steel-tube
frame, round which the jacket water is pumped by the motor,
which so cools the water that about half the usual quantity is
carried. The motor, of three horse-power, is fixed at the back
of the frame and gears directly by chain on to the axle of
the vehicle from the
countershaft of the
motor, which runs at
half the motor speed.
The valves are also
operated by this
shaft. The motor
runs at 500 revolu-
tions per minute.
While pneumatic
tyres are fixed to the
carriage illustrated,
Messrs. Roots and
Venables intend in
the future to fit solid
rubber tyres to all
Petrocar wheels. The
weight of the car, as
shown, is 5| cwt. It
will travel at about
11 miles an hour for
level, roads and 4J
miles for hills. Many
projecting parts and
all nuts are nickel-
plated, while the
steel-tube frame is
enamelled. Messrs.
Hoots and Venables
two or three years
ago, foreseeing what
■was coming, pro-
tected as a trade mark
the words " Petrocar "
and "Petrocycle." They exhibited, even as far back as 1893, a
vehicle motor using oil.
The firm are making their motors up to 11 brake horse-
power, and amongst their special patterns are the following
Petrocars : —
Two-seat tandem car with three wheels, "hansom cab"
pattern, solid rubber tyres, \\ horse-power motor, weight about
3j cwt.
Two-seat car, similar to " new style " car illustrated, having
four wheels with solid rubber tyres of the " hansom cab "
pattern, 3 horse-power motor, two speeds, weight about
6 cwt.
Four-seat car with the same specification as the foregoing,
except that the weight unladen is about 6i cwt.
A three- wheeled carrier of similar specification to the tandem
car, but fitted with a carrier box instead of the front seat. This
will carry about 2 cwt. of goods or parcels in addition to the
driver.
Oil-motor van with four wheels, 3 horse-power motor, to
carry, in addition to the driver, about 5 cwt. of parcels cr goods.
Tho running cost of the li horse-power motor is about lrf. for
MOTOR-CARS AT BRIGHTON.
Last week a cycle and motor-car exhibition was held at the
Brighton Aquarium. The number of motor-cat's on view was
not overwhelming, but Brighton is much enamoured of the
new vehicles, and already has several firms and companies
established ready to take advantage of any good carriages or
vans placed upon the market The Girling Cycle and Motor-
Car Company (Limited), 185, Western Road, Brighton, can claim
to have one of the finest shows in the whole exhibition, and
Messrs. A. and E. Kessler and Co., 27, Trafalgar Street, Brighton,
include in their collection a motor-tricycle A feature at the
Brighton Cycle and
Motor Company's
stand is a motor-tri-
cycle and a motor-
tandem, and they
have also in the exhi-
' bition a Daimler
motor - carriage, on
which visitors were
able to take frequent
trips.
The opening cere-
mony took place in
the theatre in the
presence of a large
audience. Sir Joseph
Ewart, M.D., J.P.,
presided, and was
supported by Alder-
man Brigden, J.P.,
Alderman Davey,
J. P., Alderman Farn-
combe (Lewes),
Messrs. R. Clowes,
W. H. Baseden, W.
Ling, G. J. Lenny
(Chairman Sussex
Centre N.C.UA
C. J. A. Rumbold,
A. J. Kessler (Secre-
tary), and W. Nicol
Humphreys.
Sir Joseph Ewart
pronounced the exhi-
bition one of the finest he had seen anywhere, and warmly con-
gratulated the promoters upon it. He pointed out that the
cycle industry was one of the many enterprises initiated and
developed during the Queen's reign, .and said that whereas
10 years ago there were only 70 factories in the country for
this" particular industry, there were now 700 in Great Britain.
The motor-car industry had also come to stay, and both
would add materially to the prosperity of the country. He
looked upon cycling as a great sanitary invention, and believed
the motor-car would create a great industrial revolution for
the benefit of the country.
At the conclusion of the ceremony, Sir Joseph Ewart, Dr.
Marcus Allen, and Mrs. Braithwaite were driven to Montpelier
Hall in a motor-carriage. The experience, all agreed, was
unaccompanied by smell from the motor, and there was com-
parative freedom from vibration, while the carriage was under
perfect control. The ride in the brilliant weather may be well
expressed in one word — delightful.
When writing to advertisers please mention "The Auto
motor and Horseless Vehicle Journal."
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226
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[March, 1807.
NOW READY.
Order at once before it is Oat of Print.
THE AUTOMOTOR
AND
HORSELESS VEHICLE
Dim1!) and Note Book;
FOB
1897.
PRICE 6d. POST FREE 7d.
CONTAINING :
Full Text of the Light Locomotives Act of last
Session, and all Regulations made in pur-
suance thereof.
Illustrations of Typical Carriages and Motors.
Valuable Formulae, Data, and Tables of infinite
service to all Users and Owners of Auto-
motor Vehicles, including: —
Hydrocarbons.
Properties of the Circle.
Temperature of Steam at High Pressures.
Strength and Weight of Various Materials.
Decimal Equivalents.
Practical Notes on Motor- Vehicle Tests.
List of the Leading French Manufacturers
Carriages.
List of the Leading Limited Companies dealing, Ac, in
Motor- Carriages .
List of Engineers, Carriage Builders, &c, taking up the
Motor Industry.
Results of Foreign Speed Trials.
Notes on Motive Power.
The Daimler Motor.
Working Rates, Size, Weight, &c, of Accumulators for
Traction Purposes.
Abel's Flash-Test Apparatus.
Ac, Ac, Ac.
ALSO
A Handy Diary (One Page to the Week) printed
on excellent paper.
of Motor-
ic is simply indispensable to all interested, in the subject,
and may be ordered of any newsvendor or bookseller,
jrice 6d., or direct from the publishers —
Messrs. F. KING A Co. (Limited),
62, ST. MARTINS LANE, LONDON, W.C.
FREE BY POST 7d.
NOTICES.
Contributions and articles likely to prove of interest to our readers
will receive due attention, but in all cases the name and address of the
writer must be given, not necessarily for publication.
All matter intended for publication should reach us not later than
the 10th of each month. Stamped envelope must be sent if the manu-
script is required to be returned. The Journal is published the
middle of each month.
All Advertisements should be sent to the Advertising Department,
F. King and Co., Limited, 62, St. Martin's Lane, London, W.C,
where Advertising Sates map be had on application.
The Annual Subscription is Is., including prepaid postage to any
part of the world. Single copy Id., post free.
Cheques and Post Office Orders should be made payable to F. Kino
and Co., Limited, and crossed London and County Bank; otherwise
no responsibility will be accepttd.
SPECIAL NOTICE.
Thjs Automotoe and Horseless Ybhiclb Journal can be
obtained from all Messrs. W. H. Smith and Son's bookstalls, and
Ike following Agents : —
London : Pottle and Sons, 14 and 15, Royal Exchange, B.C.
. Wholesale : Bhbtt and Co., 5, Pilgrim Street, Ludgate
Hill, E.C.
Birmingham : J. McCann, 37, Union Street.
Manchester 1 John Heywood, Deanegate.
Newcastle-on-Tyne : C C. Ross, 35, Side.
Paris: Homeeb Moreau, 97, Rue Nollet.
Victoria (Australia) : Phillips, Obmondb, and Co., 189, Queen
Street, Melbourne.
When any difficulty is experienced in procuring the Journal from
local newsvendors, intending subscribers can obtain each issue direct
from the Publishing Office, by forwarding remittance of 7s. for
12 months' subscription, post free (or at the rate of Id. per copy).
The Automotor and Horseless Vehicle
Journal.
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
MARCH 17th, 1897.
ANSWERS TO CORRESPONDENTS.
J. P. (Stockport).— (1) As already announced, the Exhibition at
Olyrapia opened on February 20th, but we believe practi-
cally no motor-cars have been visible so far. (2) You had
better apply to Mr. Hopkins, 30, Parliament Street, S.W.
Pittsburg (H. M.). — We think you are mistaken— our recollec-
tion is the reverse. A full report will be found in the
"Journal of the Transactions of the American Institute of
Electrical Engineers."
Stkam (Cheltenham). — (1) A company was registered some little
time back to work the Serpollet patents in Great Britain.
(2) Your ideas are far too crude at present, but we think
a good patent agent would save you much trouble, and
probably point out the weak poiut of your patent.
Progress (Leeds).— Mr. Ward, of Tottenham Court Road,
London, W.C, is making electrically-driven invalids' chairs.
We gave in our January issue an illustration and par-
ticulars of one of his, fitted with a Britannia motor.
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THE AUTOMOTOB AND HORSELESS VEHICLE JOURNAL.
227
G. W. Koehler (Berlin).— We thank yon for your letter and
expressions of praise. Your frank criticisms we appreciate,
and we hope in time many improvements will be made in
our Journal.
Colonies (Coventry).— No doubt the rules of the Sydney
Exhibition, 1897, will embrace motor-cars. You will be
able to get full particulars from Mr. Edward Noyes,
34, GracecnuTch Street, London, E.C.
William Diobt (Gravesend). — It appears to us your own
carelessness was the cause of the accident. The legal
expenses you might incur renders the risk too great. For
the future it would be wise to insure against such accidents.
George McP. (Aberdeen). — We admire your foresight, and an
application to any engineering firm would give you the
required information.
Electric (Newcastle). — The motor you refer to we have
arranged to fully deal with in our next issue. Until then
you must be content to wait.
George Slade (Colchester). — The vehicle is a French electri-
cally-driven carriage, and has only just arrived in this
country. The claims put forward seem to us excessive,
but we are inquiring into the practical details, and shall
probably give particulars in an early issue.
W. Giffard (Salford).— You cannot do better than apply to
the Anglo-French Motor-Carriage Company (Limited), of
Digbeth, Birmingham.
J. J. (Teneriffe). — The chief engineer is Monsieur Esteve, and
the offices of the Company, 2, Rue de Compeigne, Paris.
Your agent, we believe, can see the carriage at Messrs.
Sutton and Co., 22, Golden Lane, Barbican.
A.EM. (Tonbridge). — Thanks for the cutting. It is hardly
worth our while taking any notice of paragraphs of this
description. The source is too obvious to deceive anybody.
Information (Swansea). — The leading firms for your require-
ments are Romeike and Curtice, 359, Strand, W.C., and
Surrauts, of 57, Holborn Viaduct, E.C.
THE FORTHCOMING COMPETITIONS.
Time flies with such rapidity that few will realise that
within a few months the great automotor trials for 1897
will have taken place, and success or failure will have to
be written against the first year's work of attempting to
introduce these vehicles into this country as au additional
industry. In fact, so close are we to the commencement
of these trials that The Engineer announces that on the
expiry of the last day of this month no further entries
will be received for their 1,100 Guineas Competition.
The Royal Agricultural Show contest will take place in
June, and be immediately followed by the international
trial of motors and vehicles to be held under the auspices
of the Automobile Club of France.
The greatest difficulty attends any attempt to fore-
shadow whether the English manufacturers have had
time since November to feel sufficient confidence in their
products to snbmit them to public competition. It is
sincerely to be hoped that all English-built carriages and
motors which are in working order will be sent in, as it
is only by trial and comparison with other makes during
a test condncted by competent judges that weak points
can be noted and the survival of the fittest parts obtained.
Which motive power will win, depends very rauih
upon the maker; for the moment we are inclined U>
think that in a rigid test, covering all the points which
an engineer of eminence may be expected to require,
steam will win. The makers of the engines have no
difficult points to cope with, and with Continental
experience of water-tube boilers and liquid fuel to help
them, the only problem to trouble is that of weight, which
can be dealt with in connection with power.
Oil motors, with many natural advantages, also possess
decided disadvantages which need hardly be pointed out
here, and it is to remedy these, and to place oil as a
motive power in the high position it should hold, that
some thousands of more or less skilled inventors are
ceaselessly working in this and other countries. Elec-
trical motors — except for out and home — are impossible
in the absence of some arrangement of charging stations,
which would render this comfortable method of transit
certain and convenient. What the makers will do is
" wrapped in the womb of Time," but we trust that they
will at any rate make ah effort to sustain the credit of
this country for mechanical skill and ingenuity.
mm* Just as we go to press, we understand that Messrs.
Roots and Venable* have had the honour of receiving a
solicitor's letter on behalf of the British Motor Syndicate,
stating it has been determined to take proceedings against
them for iufringement of the Syndicate's patent rights.
We can ouly hope, in conjunction with Messrs. Roots
and Venables, that this threat is meant seriously, as that
firm welcomes being able to have the opportunity of
thrashing out and finally settling the claims of the British
Motor Syndicate to dictate terms to all British users of
motor-cars. So far from Messrs. Roots and Venables'
patent being an infringement of any patent owned by the
Syndicate, we understand that the firm claims that the
facts are absolutely reversed, and that they have sub-
stantial cause of action for infringement of their patents.
This opinion is, we believe, backed up by eminent
counsel's opinion upon the subject, and we trust that for
the general good of all those interested in the motor-car
industry, the pretensions of the British Motor Syndicate
to the ownership of so-called "master patents" may be
disposed of once and for all. Whatever the result, a legal
decision would be welcomed by everybody and clear the
way for increased efforts on the part of engineers to place
all kinds of motor vehicles on the market. At present
the industry is suffering by reason of a number of
engineering firms, who have a natural dislike to com-
plicated legal actions, holding back until a decision has
been arrived at one way or the other.
^M^**MMMMMM^^^M*^WW^
All interested in automotors should join the Self- Propelled
Traffic Association. Prospectus and full |>articulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, MoorgaU
Street, London, E.C. — (Advt.)
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[March, 1897.
INTERNATIONAL EXHIBITION OF
MOTOR-CARS AT THE ROYAL AQUARIUM.
Ws are glad to know that this exhibition is being energetically
engineered to what looks like a successful result. Mr. A. Villers,
whose portrait we produce below, is the mainstay of the execu-
tive, and, although still quite young in years, has already earned
an excellent reputation for practical work in organising and
carrying out various schemes which require a man of strong
character to pioneer to a commercially successful end. Mr.
Villers has gained most of his practical knowledge at several
of the best known Polytechnic Academies of Europe, and a
pleasant personality assists him very greatly in obtaining the
THE NEALE CAR.
♦
This car is the invention of Mr. Douglas Neale, of Edinburgh,
who has for some time past been giving a great deal of atten-
tion to motor-car building. The car is electrically driven, with
a range of speed from 3 to 12 miles per hour, the type of cell
being Plante or pure lead, and the number of cells 15, the
duration of charge 35 miles, and the commercial capacity of
each cell 115 ampere hours = 3,450 Watts total output, or
462 E.H.P. hours, for a total weight of 405 lbs. The motor is
1 B.H.P., and weighs 100 lbs., the car itself totalling up to
448 lbs. For a run of 35 miles the total weight of the car fully
charged is 9 cwt,
Mr. Neale's system of electric traction is covered by seven
patents, and the following advantages are claimed for it : —
(1)" Owing to the direct drive from the armature shaft on to
the wheel of the vehicle all necessity for intermediate shafting
and gearing is obviated and a considerable amount of energy
is saved. (2) The arrangement of steering gear is such that it
is not necessary to multiply the motion of the handle, so that
the axle is moved at the same rate as handle ; this renders the
steering quicker and more under control than in methods
co-operation of leading gentlemen in connection with the
various undertakings with which he associates himself. At
Ihe present time Mr. Villers is applying his very best energy
to organise and ensure the future success of the" International
Exhibition of Motor-Cars, which will be inaugurated on
May 1st next at the Royal Aquarium, and it is very satis-
factory to hear from the promoters that they have received
the most encouraging promises of support from various firms
and gentlemen who are associated with the motor-car business,
and their prospects of being able to let the public see some
practical results of the working of several leading British
engineering firms seem in a fair way of being realised. A
number of private owners are also inclined to come forward
and assist in making a good display, and we trust that the
work which has now begun so well will be carried out to a
successful conclusion with the co-operation of the makers and
gentlemen who have already undertaken to accord it their
active support.
necessitating multiplied motion. (3) Besides the steering lever
there is only one switch, which enables the driver —
(1) To go ahead at any desired speed.
(2) To go astern at any desired speed.
(3) To apply the brake, which is electric.
(4) To ring the electric gong.
(5) To stop.
All of these effects can be obtained at will by the one switch
handle without removing the hand from it. The electric brake
is a great convenience, especially to ladies, as no muscular
exertion is required in stopping the vehicle quickly. An
ordinary brake operated by the foot is also fitted to comply
with the Board of Trade regulations.
Ant of our readers who are desirous of acquiring a very
excellent motor-car would be well advised to communicate
with " Automobile," who advertises one for sale in the present
issue. As we have had an opportunity of personally testing its
capabilities, we can speak very highly of its powers, and as we
notice that it has the privilege of carrying the perpetual license
plate of the British Motor Syndicate, any purchaser need have
no fear of incurring unlimited liability in respect to possible
damages, confiscation, and other little pleasant surprises pro-
mised by the Syndicate to purchasers of motor vehicles through
any other channel than that of 40, Holborn Viaduct.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
229
A "BIN GHORA-KA-GHARRY."
— — ♦ —
One of the earliest English Companies to put motor-cars on
the market was the Anglo-French Motor Carriage Company, of
Digbeth, Birmingham, and from the business-like catalogue
which they have now issued, containing every sort of motor
vehicle, it looks as if they meant to maintain their position as
one of the leaders in the new industry. Some of the work
which they are turning out is excellent in every detail, and we
have very much pleasure in reproducing the accompanying
illustration of an autocar manufactured by this enterprising
Company, and supplied to Mr. J. B. Foster, of Bombay.
CARDIFF STILL WANTS MOTOR
VEHICLES.
At a meeting of the Cardiff Health Committee held on the
10th inst, under the chairmanship of Alderman T. W. Jacobs,
Councillor T. Andrews moved a resolution, notice of which he
had given, to the following effect : — " That in consideration of
the large and continually increasing amounts paid by that com-
mittee for the maintenance of horses, and with a view to facilitate
scavenging and watering and cleansing the streets, a small sub-
committee be appointed to report (1) as to the practicability and
possible economy of employing carts and vans driven by electric,
steam, or other automatic motors ; (2) as to the advisability of
The photo was taken in Bombay, just after the car had com-
pleted a most successful trial trip, during which it was followed
by a crowd of interested natives, loudly calling attention to the
"bill ghora-ka-gharry " (carriage without horses). This car has
now been sold to an Indian Prince, who has evinced his com-
plete satisfaction with it and frequently uses it for long rides,
and we are not surprised to hear that since this event the
makers have received several valuable orders from this part of
the globe.
We hope to give in another issue a more extended notice of
this Company's doings and the enterprise being displayed by
Mr. Gascoine, the able director of the Company's undertaking.
Tub Automotor and Horseless Vehicle Journal Diary
contains over 100 pages of information. Price 6d, ; post free,
Id., of Messrs. F. King and Co., 62, St. Martin's Lane, London,
W.C. See it for the Irish and Scotch Regulations of Motors.
fitting suitable motors to the water-carts and other vehicles ;
and (3) as to the advisability of the purchase by the Council, for
experimental purposes, of a motor-van of the most approved
pattern, designed for the collection of refuse and scavenging ;
and that the sub- committee be authorised to obtain the necessary
estimates, plans, and all information." Councillor Andrews con-
sidered the time had arrived when they should move in the
matter in the same way that other towns had done, and argued
that there would be no expense in altering the wagons if several
were drawn by one motor. He understood the committee spent
£800 a year in horses, whilst feed and harness cost another
£5,000 per annum. If the matter was taken up in a proper
spirit they would save £5,000 a year. Councillor Ward seconded
the resolution, which received the approval of the entire com-
mittee, several members agreeing with Councillor Andrews that
the matter was one well worth going thoroughly into. The sub-
committee appointed consists of Alderman Jacobs and Councillors
Hughes, Andrews, and Allen.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[March, 1897.
DOINGS OF PUBLIC COMPANIES.
Daimler Motor Company.
An extraordinary general meeting of the Daimler Motor
Company (Limited) was held on the 4th inst. at the Motor
Mills, Coventry, for the purpose of making certain alterations
in the articles of association, chiefly those required by the Stock
Exchange Committee, with a view to an official quotation of the
shares. Mr. Harry J. Lawson, the Chairman of the Company,
presided. Previously a large number of shareholders were
shown over the works, and inspected the extensive machinery
with which the buildings are equipped.
Mr. J. J. H. Sturmst (Director) said he had been deputed
by his colleagues to lay a few facts before the shareholders in
reference to their undertaking. If they were to believe the
statements which had been made about the Company by a
certain newspaper, they would conclude that the Company was
a ghastly failure ; but he thought that after what they had seeu
that day in going over the works, and when he had stated the
position of the Company, they would agree with him that the
criticism he had referred to had been made with absolutely no
knowledge of the facts. It was true that the shares had gone
down on the market, but market prices were regulated by
supply and demand, and, as a result of the attacks, there had
been but few buyers apart from the directors themselves. It
would be a consolation to the shareholders to know that not
only had the directors not sold a single share, but they had, he
believed, in every instance largely increased their holdings.
(Hear, hear.) That should prove to the shareholders that, at
any rate, the directors believed in the Company. He honestly
believed in it himself, and he hoped to have a still larger holding
before he was finished with it. It was necessary that he should
look a little into the history of this Company, in order to show
them some of the trials and tribulations they had had ; and in
doing so he was practically giving them the history of every
other company of the kind in the kingdom. He believed this
Company was at least six months ahead of any other company
in the country. It had been formed just over a year, having
been registered in February, 1896. Those who had had
experience in such matters knew that it was impossible for
a company to begin work immediately it was formed. An
entirely new company, having to establish a new business,
had many things to consider. The first week or two was
occupied in legal preliminaries, the allotment of shares,
completion of contracts, and so on. The directors were
also handicapped from the fact that they had to learn the
business themselves, and their first study had been to gain full
information about the industry. They went to Paris, where
they inspected the Daimler works of MM. Panhard and
Levassor, and MM. Peugeot Frdres, and were also shown over
the works of the Count de Dion aud Bouton, and other auto-
car manufactories, by which means they got a very fair idea of
what was required of an autocar company. They then took a
journey to Germany, and inspected the works of the Daimler
Motoren Gesellschaft, near Stuttgart, the parent company of all
the Daimler concerns, and where Herr Daimler was in charge.
The knowledge they thus gained had proved very useful to
them, and they were more convinced than ever that they had
the best motor for horseless carriages in existence. When they
got back thev looked about with a view to purchasing works,
aud by a lucky fluke the magnificent works they were now in
came into the market, and were offered them on what they con-
sidered reasonable terms. They purchased the works in April,
and proceeded to orgauise a staff. It was impossible to find a
man who was used to the trade ; but they looked about for a
thoroughly practical and scientific engineer. They were
fortunate in securing the services of Mr. J. C. Critchley, of
Bradford, and that gentleman had worked most assiduously in
the interests of the Company. Moreover, they had gradually
built up a staff which was second to none in the autocar world,
amongst them being one or two who had occupied prominent
positions in the German works for some two years. Their next
duty had been to obtain machinery. All these industries had
been during the past year exceedingly busy, and the result had
been that the makersof machine tools had been equally busy ;
so that there was great delay in the execution of their orders.
However, they had now got pretty well organised, and equipped •
the factory with most of the took. Mr. Starmey proceeded to
detail further changes which arose in connection with the
designs and drawings. Then they were disappointed in the
matter of the delivery of cars from Paris. Two ears were to be
delivered eveiy month until September, when six were to be
delivered. As a matter of fact, they got nothing until
September, when two cars were received. They had not
received one since. As soon as they found they were relying
on broken reeds they set to work and built four carriages on
experimental lines, but there were further delays in obtaining
castings.
They had now not only completed their factory, but finished
the first of their commercial carriages, which shareholders had
seen that day. They were very well satisfied with their first
efforts (Hear, hear.) They had started building them with a
view to a regular supply, and had now completed m their works
nearly all the parts and fittings for 50 carriages. Today they
had work in hand for a regular output of motor-cars ; so that,
practically speaking, the actual work of the Company, so far as
trading was concerned, commenced from now. In addition to
motor-cars, they were making motors for stationary purposes,
and also for launch building. They supplied about 35 launch
motors last year. That was fairly satisfactory, but now! they
were started on a regular output from the factory. He believed
their capacity would be something like 250 carriages this year.
If they could' increase it they would do so but they were already
cramped for space. They were commencing work at once for
the extension of the factory, specially with a view to the
building of the carriages and frames, which was a very bulkv
business. When they got that at work, in six or eight weeks'
time, they expected to nearly double their weekly output of
complete carriages. So far as their business prospects were
concerned, he had not the slightest doubt they could sell three
times the number of cars they could produce. They had
actually on order between 200 and 300 motors, frames, and
carriages, and had a contract with a firm in the north of Scotland
for 50, amounting to about £13,000 ; that was for a part of the
frames and carriages. He might mention, too, that they had
not really looked for orders ; but the secretary had some-
thing like 10,000 applications for catalogues aud prices and
particulars of their motors, with a view to purchase. They were
first in the business to-day, and hoped to keep in that |x»ition.
(Applause.) With regard to the financial position, they would
remember that the Company was started with a capital of
£100,000. Statements had been made that the capital was
not subscribed, but they were incorrect. The actual amount of
capital subscribed was in the neighbourhood of £110,000 ; con-
sequently they had to return about £10,000. Having got all
their capital," they were pledged to £40,000 for the licenses.
That was certainly a large sum, but he ventured to assert that
even if the patents were not worth a cent — which he did not
believe for a moment — he considered that the position they
were in, of being six months ahead of any other company, was
worth every penny of the money ; it was equivalent to buying
a goodwill.
Although the directors had been greatly delayed in actual
trading, they had been looking after the interest of the Company
in other ways. They purchased the mills— the estate covered
12£ acres of ground — and had sold the four-storied building
close by these works for more money than they gave for the
whole estate. (Applause.) He thought that was something
to begin with, and showed that the directors had not been
unmindful of the interests of the shareholders. (Hear, hear.)
They had a factory which had been valued at £8,500. They
had in addition "some 10 acres of unoccupied ground,_ the
ground rent of which was more than covered by rents received,
and that, taken at a low estimate, should be worth another
£2,500. That made £11,000 clear profit in the nssets of the
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THE AUTO MO TOR AND HOUSELESS VEHICLE JOURNAL.
231
Company. Then they had £12,000 worth of machinery, and
they had finished stock ready for making up into carriages, the
work of 160 men for four or five months, which could l>e
^»ut at £17,000, taken at factory cost. Furthermore, they
tad made other deals which were not trading deals in the
ordinary sense of the term, and which had netted to the
Company £2,000 in shares in other compwiies and some-
thing like £3,500 in cash ; so that altogether, although
they only to-day commenced their trading profits, they had
made profits in cash and shares, by the use of their capital
in other ways, and by taking advantage of opportunities
which occurred, of £16,500. (Applause.) Thus they had done
a very good year's work for the Company without actual
trading. The board had left of the capital nearly half of that
which was placed at their disposal. They had in the bank and
elsewhere a sum of close upon £30,000. (Applause.) It would
be seen the Company was not crippled for capital, but, on the
contrary, had sufficient with which to go on trading under very
satisfactory conditions. (Applause.) In conclusion, he explained
that application had been made to the Stock Exchange Committee
for an official quotation, and certain alterations in the articles
of association had been required. It would be observed that
the qualification of a director was put at £100 ; but, as a matter
of fact, not one member of the board held so small an interest.
Three or four of the directors had between £2,000 and £3,000
each in the Company, and he himself had nearly £3,000. For
that interest — which amounted altogether to over £10,000 —
they had paid in cash. (Applause.) lie then moved the formal
resolution approving the alterations in the articles in accordance
with the notice sent to the shareholders.
Mr. Jakes A. Bradshaw (Director) seconded the motion.
A discussion followed as to the alterations in the articles
proposed, and the board accepted two suggestions from share-
holders, one fixing the amount of a director's qualification at
£500, and the other substituting the following words for those
providing for aa additional remuneration of ~J iter cent, on
the net profits to the directors after the shareholders received
10 per cent, dividend, "such additional remuneration in the
shareholders present in person at the general meeting shall
determine."
Mr. B. Nicholson proposed a vote of thanks to the Chairman
and directors and staff for their services during the past year.
Mr. W. B. Avert seconded the motion, which was carried
unanimously, and, after a brief acknowledgment from Mr.
Sturmey, the proceedings closed.
" Broad Street House,
" New Broad Street, E.C.,
" February 26*A, 1897.
" Dear Sir or Madam, — You are probably aware that one of
the Company's omnibuses of the latest type has' been running
with marked success on many occasions through the streets.
The omnibus has been re-designed, and the construction being
entirely novel, there has been some difficulty in getting it built.
The time has, however, come when the directors, having satisfied
themselves that they have the best, smoothest running, and
most comfortable omnibus which has ever been built, aud which
can be steered through crowded traffic without difficulty, are
desirous of placing a number of them on the streets for the use
of the public. You are aware that the ordinary shares of the
Company carry a liability of ten (10) shillings per share, which
the directors can call up in sums of £5,000, tmt it has been
suggested that several of the shareholders would rather avail
themselves of the opportunity of increasing their holding in the
Company by applying for a freeh allotment of shares, than pay
up the whole outstanding liability on the shares which they now
hold. Before, therefore, determining whether to make a call or
to go to tho public for capital, it has been resolved to give the
shareholders and their friends an opportunity of subscribing
amongst themselves for an additional 50,000 ordinary shares of
£1 each at par. When the Company is fully working, and paying
a good dividend, the shareholders who avail themselves of this
opportunity will thus reap the advantage. I enclose a form
which, in the event of your wishing to take any additional
shares, please fill up aud return with cheque to the Company's
bankers for an amount of 10*. per share. This offer will only
be open until the 5th March, 1897. I enclose extracts from
several of the leading London newspapers, showing the success
of the Company's latest type of omnibus. The directors have
now under consideration the acquisition of a freehold site,
admirably adapted for the Company's purposes, and are also
negotiating with several gentlemen who are desirous of estab-
lishing local subsidiary companies in large towns, from which
the parent Company will derive considerable financial profit.
As this letter might be considered a notice inviting persons to
subscribe for shares within the meaning of Section 38 of the
Companies Acts of 1867, it should, therefore, technically specify
the dates and the names of the parties to all contracts ; sub-
scribers will be held to have had notice of all contracts, and to
have waived their right to be supplied with particulars thereof.
— I remain, your obedient servant,
"Alfred Caillat, Secretary (pro tern.)."
The London General Electric Omnibus Co.
The London General Electric Omnibus Company (Limited),
says the Financial Time*, has yet to win its spurs. So far it
has done nothing except to take an omnibus occasionally on an
experimental tour through one or two streets. We are asked
to believe that these trips have been wonderfully successful,
and that they fully demonstrate the superiority of the electric
omnibus over all other omnibuses. That may be so for all we
know, but the Company has yet to prove itself a financial
success, and the mere assertion that the omnibus is a good one
is hardly sufficient inducement for the shareholders to subscribe
for another £50,000 in £1 shares at par. This they have been
twice asked by circular to do during the past ten days. There
is an uncalled liability of 10». per share on the shares already
issued, but it is suggested that shareholders would rather
increase their holding than get rid of this liability. In our
opinion that is the wrong way to go to work, and the directors
are making a mistake in endeavouring to commit their share-
holders more deeply in a new and untried undertaking.
Prudent shareholders would, we should say, prefer to have
something more tangible to go upon before planking down
another £50,000 for electric omnibuses.
The following are the circulars of the London Electric
Omnibus Company (Limited), marked " Private," referred to
above : —
" Broad Street House,
" New Broad Street, E.C.,
"March 2nd, 1897.
" Dear Sir or Madam, — With reference to my circular letter
to the shareholders of the 26th ult, regarding the proposed
issue of 50,000 shares to the shareholders and their friends, of
the unallotted capital of the Company, I am instructed to inform
you that the directors to-day received a deputation representing
several influential shareholders, and afterwards, in accordance
with the wishes of the deputation, passed the following reso-
lution : — ' That should the directors make any further issue of
the present unallotted capital, they will issue such shares at a
premium, provided that at the time of such issue the already
issued shares are saleable above par.' In consequence of this
change, the time for receiving the applications from the share-
holders, referred to in the circular letter of the 26th ult, is
extended from the 5th inst to Saturday, the 20th inst.— I
remain, your obedient servant,
" Alfred Caillat, Secretary."
We understand, in regard to the organisation being formed
among the shareholders of the British Motor Syndicate, that
nearly 40 holders have now signed the agreement undertaking
to bear the costs of the law proceedings, and that it is ex|>ected
some 50 further signatures will be obtained. The action has
alreadv been commenced.
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2S-1
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Mabch, 1897.
New Companies Registered.
[Under this heading we give a full list of new Companies regis-
tered which take power to make, deal, or become interested in
any manner in automotor vehicles. We shall be pleased to
reply with detailed particulars to inquiries through the
" Answers to Correspondents " column. All communications
should be addressed to the Editor. The only stipulation
which we make is that where the inquiry involves a search
of the records at Somerset House — as in the case of informa-
tion on the subject of the holdings of shareholders — a postal
order must be enclosed to covor the Government stamp of one
shilling which is charged before a search is allowed to be m»de.]
Albert Eadie Chain Co., Worcester „
Alfred Applebv's Twin Roller Chain
A nglo-French Pneumatic Compensation Cycle
Co " ....
Argier Chemical Co.
Baker Brothers
Balmoral Cycle Co
Beeston Motor Co
British Cycle Manufacturing Co
Cheshire Cycle Co
Clarkson and Capel Steam-Car Syndicate ....
Clyde Cycle and Motor-Car Co.
Columbia Manufacturing Co
Components Tube Co
Cycle Stampings
Darlington Cycle and Motor-Car Co.
Emu Cycle and Manufacturing Co., Birming-
ham
French Company, H. Miller (Limited)
Gloucester City and Countv Cycle Co
Great Eastern London Suburban Tramways
and Omnibus Co ....
Hygienic Heating and Lighting Syndicate ....
•Tames Lawrence (Limited), Manchester
Jandus Arc Lamp (Continental Patents) and
Electric Co
Kronand Metal Co., Birmingham
Leather-Shod Wheel Co.
London Motor- Van and Wagon Co
Loughborough Cycle Hub and Pedal Co.
Midland Motor-Carriage Syndicate, Birming-
ham
Midland Sports Agency, Birmingham
Motor Attachment Syndicate ..„
National Gas-Eugine Co
New British Rubber and Wearwell Hosepipe
Co
New Buckingham and Adams Cycle Co
New Centaur Cycle Co.
New Cooper Cycle Fittings Co.
Newcombe Brake Syndicate
New Triumph Cycle Co., Coventry
New Vanguard Cycle Co
North European Cycle Export Co
Ormonde Cycle Co.
Peto and Radford (Limited)
R. F. Hall (Limited)
Rudge-Whitworth (Foreign, Limited)
Sheffield Cycle and Motor-Car and Accessories
Exhibition Co.
Stanbury's (Limited)
Starley (Russia), Limited
Thrupp, Holmes, and McNaught (Limited) ...
Trench Tubeless Tyre Co
Victory Cycle Manufacturing Syndicate
Woodhead Manufacturing Co.
Capital.
£
65,000
40,000
120,000
5,000
6,000
3,000
1,000
50,0: K)
5,000
20,000
25,000
3,000
150,000
20,000
5,000
10.000
10,000
6,000
50,000
3,500
10,00,T
100,000
60,000
300,000
300,000
5,000
13,(H)0
5,000
10,000
50,000
50,000
70,000
125,000
50,000
4,000
130,000
25,000
75,000
100,000
10,000
125,000
200,000
1,000
10,000
100,000
1,000
200,000
7,500
25 000
Australian Cycle and Motor Co. (Limited).
Thb first ordinary (statutory) meeting of the shareholders in
the Australian Cycle and Motor Company (Limited) was held
on the 4th inst. at Worcester House, Wal brook, the Chairman
(Mr. William Calcott) presiding.
The Chairman said : — I am pleased to see such a large
company present, which is an intimation to me and my fellow-
directors that you are taking an interest in the business. I
need scarcely remind you that this meeting is called to comply
with the Act of Parliament — " that every company shall hold
its first meeting within four months of its registration"; and
much as I should have liked to have waited a little longer before
calling you together, I found that I could not postpone the date
longer than to-day. You will be glad to hear that some 34,837
shares were subscribed for in this Company, and 21,500 fully-
paid shares were allotted to the vendor in part payment of the
purchase consideration, making together a total of 56,337 shares
allotted out of our capital of £75,000 ; so that, you will observe,
you have a working capital of nearly £35,000, which your
directors consider should be ample for the purposes of this
business. We lost no time in despatching the managing
director to Australia, and that gentleman (Mr. Edward Whitten
Rudd) sailed on December 6th last, and from that date we have
been forwarding large consignments of cycles and cycle fittiugs
of the best makes to him ; and we have no doubt, as he has
wide experience of this class of business, aud is fully cognisant
of the colonial taste with regard to cycles, &c., that he will be
able to develop a very profitable business for this Company. I
regret that the time that has elapsed since his departure has
not given him an opportunity of letting us know by mail what
business he has done ; but I may tell you that, from the letters
that we have had from him, he is as confident as when he
started that a very large trade can be done, aud will be done
by him for this Company. He is opening up as rapidly as
possible depots in the large towns, making the headquarters of
this Company in Melbourne. I may advise you that we have
applied to the London and other Stock Exchanges for a special
settlement in our shares, and the same will, we have little
doubt, be very shortly granted. We have also taken steps
to have our shares quoted in the daily papeis, aud I feel quite
confident that before long they will be in great request.
London Electrical Cab Co. (Limited).
The statutory return to February 12th has been filed.
62,523 shares have been taken up out of a capital of £150,000,
in £1 shares, and the full amount has been called, and £61,223
has been received, leaving £1,299 10». in arrears.
Ernest Scott and Mountain (Limited).
The annual return to November 12th has just been filed.
The whole nominal capital of £70,000 has been subscribed for
and allotted, and 2,200 shares have been issued as fully paid.
The full amount has been called on 1,982, and £S 5*. on each of
the remaining 2,818 shares.
All interested in automotors should join the Self-Propelled
Traffic Association. Prospectus and full jwrticulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.C.— (Advt.)
A list of English, French, and other Manufacturers of Auto-
motors will be found in The Automotor and Horseless
Vehicle Diart and Pocket-Book for 1897, which contains
over 100 pages of information. Price dd. ; post free, Id., of
Messrs. F. King and Co., 62, St. Martin's Lane, London, W.C.
Namn denna tidskrift "Thb Automotor and Horseless
Vehicle Journal" nar ni tillskrifver annonsorerne.
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March, 1897.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL
2M
NOTES OF THE MONTH.
A Pakis correspondent says that a marriage which
aroused considerable interest on the 2nd inst. was that of
a conple who drove to the Batignolles Town Hall in an
open autocar. The bride wns Mdllo. Ponson, daughter of
an autocar manufacturer, who was seated with her brides-
maid and the best man in a landau driven by petroleum.
After the ceremony and lunch at a neighbouring
restaurant, the autocar marriage proceeded to the Bois de
Boulogne. The landau was, of course, decorated with
white ribbons. Crowds ran along beside the vehicles, or
stood outside the Town Hall and restaurant, cheering tho
bride. A great sensation was created in the Bois de
Boulogne.
♦
Electric cabs are promised in Paris by the summer by
Mi L. Krieger. An experimental cab constructed to
perform a journey of 60 kilometres (37'2 miles) without
recharging the battery has already travelled 2,500 kilo-
metres (1,5.52 miles) in Paris at a mean speed of 10 kilo-
metres (6"2 miles) per hour.
I fancy, explaining the working of the car to her. I
have not seen her yet to ask her opinion. A number of
these cars ply up and down and Bois, moving quietly
among the horses, who now seem to have lost all fear of
them."
In* connection with complaints which have been some-
times made of nnpleasant smell and excessive vibration
of the motor-car, it is interesting to recall Mr. Charles
Greville's description in his " Memoirs " of his first train
journey. He says nothing of any jolting or vibration.
" The first sensation," he writes, " is a slight degree of
nervousness and a feeling of being run awny with, but a
sense of security soon supervenes, and the velocity is
delightful." Mr. Greville mentions, however, csrtain
" occasional whiffs of stinking air which it is impossible
to exclude altogether." They have, nevertheless, since
disappeared, and presumably means will be found to
banish the perfume of paraffin from the motor-car.
A special committee appointed by the Cardiff City ■
Council to consider the desirability of establishing a |
system of electric tramways in the borough met on the ,
20th ult. Referring to what was being done in other
towns, the chairman remarked that a private company |
working electric tramways at Bristol had just paid 0 per I
cent, on its capital and carried over £2,000 to the reserve I
fund. He thought Cardiff should not be behind in
providing the public with the most up-to-date- facilities '
for travelliug. It was decided to ask the borough
engineer to prepare a plan of desirable routes.
Tiik Vrhi states that the French War Otfice is con-
sidering the advisability of adopting autocars for the
Army. The present idea is to use them for ambulance
purposes only, although it is, nevertheless, proposed that
each autocar should be armed with a light quick-firing
gun.
♦— —
The Paris correspondent of the Weekly San writes last
week : — " On the Bois ou Tuesday I noticed Mrs. Crawford,
the correspondent of the Daily Xews, in a new, easily-
moving motor-car. She looked very much absorbed, and
the gentleman accompanying her wns gesticulating, and,
Thus The Echo :—
" Shareholders in motor-car companies are looking in
vain for the gradual appearance in the streets of these
vehicles. According to various Press statements — or
mis-statements — and prospeotuses, the leading tramway
and omnibus companies were going to sell up their stock
of horses, and quickly replace old 'buses with new motor-
cars. Were time only required there would be no need
for premature comment. But on Monday last the London
Tramways Company, which for years past has run a
service of single-horse halfpenny omnibuses over Waterloo
Bridge, opened a new service of well-equipped and well-
built double-horse omnibuses, whose yellow wheels and
scarlet bodies could not but attract considerable attention."
"This movement, or, perhaps, this reversion to last
century methods of transport, on the part of a leading
tramway company must deal a blow at the so-called
advantages of the motor-car business, seeing that the
entire equipment is new throughout. The old and some-
what odorous single-horse vehicles have disappeared. If
motor-cars are so economical and handy, it is nothing
short of extraordinary that the directors of the London
Tramways Company should not have moved with the
times and used steam in lieu of horseflesh. We prefer
to believe that the Company knows its own business
best, and that there must be many and serious drawbacks
to the efficient working of a line of motor-car omnibuses
in the crowded streets of London."
We can only assume that the directors of the London
Tramways Company are not keeping themselves in touch
with what several of our leading engineers are doing in
the motor-car line, or we think they would have post-
poned making the change recorded. It is possible before
long they may have substantial reason to regret their
action.
A trial was made last week in London of a new
electrically-driven carriage, which, however, will not be
on the market for some time yet. The new system is
an invention of a French engineer, M. Darracq. From
particulars supplied by the inventor, we understand that
the accumulators, to the number of 44, are carried in
two boxes, with a gross weight of 600 lbs., and sufficient
power obtained for a run of 50 miles, whilst the cost of
recharging does not exceed 4#. for a similar distance.
Any speed can be acqnired,.from a quarter of a mile up
to 20 miles per hour, if need be. Furthermore, all the
accumulators discharge at the same time, and, in descend-
ing an incline, to some extent recuperate themselves. It
is claimed the extra power which is required to maintain
the same speed uphill is regained coming down.
Durinu a run through Oxford Street and other crowded
thoroughfares, the carriage, which is at present in the
hands of the Gladiator Cycle Company, ran most
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TBS AUTOMOTOR AND BORSELSSS VEBICLS JO&RNAL. [march, 1897.
smoothly. The body of the vehicle itself is shaped like
an ordinary brougham, with the exception that the driver
is perched behind, as • in the case of a hansom cab. A
long handle does the steering, whilst the customary
switch regulates the speed. The wheels and mechanical
portions are so arranged that a carriage of any shape
can be slung on them, and changed at pleasure. The
brougham itself presented a neat appearance, and afforded
comfortable riding, besides being fitted throughout
with electric light, and the result may certainly be
regarded as an indication that another forward step has
been achieved in the progress towards the ideal of the
motor-car.
An application has been made to the Board of Trade for
the registration of the Tramways and Light Railways
Association without the addition of the word " limited."
The Association is being formed for promoting, encourag-
ing, and facilitating the construction, extension, and
working of tramways and light railways, and the develop-
ment of electric and other modes of mechanical traction.
A Cardiff paper states that there is a movement in that
town to abolish horse wagons and introduce motor-carts for
scavenging purposes. According to onr contemporary " the
new method of locomotion has been successfully adopted by
several of the London Vestries." This is hardly correct,
although several of the London local Vestries are seriously
considering the matter, and we understand one or two
contracts are likely to be shortly signed. In the mean-
time the Chiswick Urban Board can claim the distinction
of being the first official body to start motor dust carts,
three of those vehicles being ordered, as we recorded in a
previous number, from Messrs. Thornycroft, of Chiswick
Mall, delivery to take place about the end of this month.
We have little doubt that the economy which this
innovation is likely to effect, will speedily cause all tho
other London Vestries to follow the lead of the sensible
and practical members of the Chiswick Board.
Several of the London Tramway Companies are also
seriously considering the possibility of mechanical traction
in place of horse-power. At last week's meeting of the
Highways Committee of the London County Council a
request was reported from the London, Deptford, and
Greenwich Tramways Company for permission to use
experimentally the " Ribbes " electric accumulator car
on a portion of the Company's lines in Rotherhithe New
Road. Permission was granted for one year.
This departure emphasises our suggestion in another
paragraph that tramway and omnibus companies should
exercise judicious caution during the next year in increas-
ing their ordinary car stock in case they should find it
advisable to adopt or obtain powers to use mechanical
traction in order to hold their own in the competition for
the patronage of the riding public.
Messrs. Brown and Buck-ion, cycle makers, Ac, of
Hipperholme, are just completing a motor-car, which is
their own invention, and very shortly the same will be on
view in their Halifax shop in Crossley Street. The car,
which is made to carry two persons, is constructed on a
frame of weldless tubes. The wheels are placed similarly
to those of a tricycle, the two on either side being
pneumatic with tangent spokes. The motor, which is
about one horse-power, containing two cylinders, is at the
back of the car, and this, together with all the gearing,
is enclosed in a wooden case. The car is worked by
petroleum, which is fed to the lamp near the motor from
a can which is placed at the end of the carriage. The
can will contain a sufficient supply of oil for a two days'
journey, and it is computed that the cost of working it
will be about \A. per hour. The motor-car can be started
in about three minutes after the lighting of the lamp.
The steering, starting, and brake appliances are within
easy reach of either rider, and the machine can be run at
four different speeds for different gradients. The whole
weight is about 3 cwt., and the cost will be between £80
and £100.
»— —
Truly, there is nobody like your thorough-going
retrograde Russian, says the Westminster Gazette, for
going " full steam ahead " once a so-called advanced idea
has taken possession of him. Here is Prince Oldenburg,
the uncle of the Czar, preparing for a tour through the
Caucasus on board a caravan which is to be drawn by
an automotor ! This autocar is to be a veritable train de
luxe, for trust a Russian noble for inventive genius when
his own comforts are concerned ! There is to be the
automotor, and attached to it a couple of vans, the first
of which is to be in turn the dining-room, the salle de
jen (which is as indispensable to a Russian Prince as is
his tub to the Britisher), and the bedroom of his Serene
Highness. The second car is to combine all the culinary
and domestic offices, including a safe in which the Prince's
roubles and raiment are to be stored. We wish him joy
in seeing the beauties of the Caucasus under such original
conditions.
The last of the series of lectures arranged by the
committee of the Science and Art School, Camborne, was
given this month by Mr. J. C. Keast on "Motor-Cars"
before a large audience. The lecturer gave a concise
history of motor- carriages, and went on to speak of the
improvements made in France, of the races in that country
during the last three years, and also the recent run in
this country from London to Brighton. The lecture was
well illustrated by the lantern.
Fashionable Leamington does not believe in progres-
sion. The motor-car movement seems especially to have
upset this exclusive town. Last week the Town Council
occupied considerable time in a discussion on motor-cars.
It appears the Coventry manufacturers send their motor-
cars over to Leamington on experimental trips, and
residents in the more fashionable town have come to
regard them as constituting an unmitigated nuisance.
To fashionable nerves they seem to whizz along the
principal streets at incredible speed, with a tremendous
clatter, and emit in many cases an abominable effluvium
of paraffin. Councillor Purser described them as " ugly
stinking machines," and another councillor said that in
their present state of development they were neither
comfortable nor pleasant. It is fortunate all people aro
not like unto Leamington folk.
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THE AUTOMOTOR AND HORSE LESo VEHICLE JOURNAL.
235
Aberdeen is unlike Leamington. In tho former city
the advent of the motor-car is regarded as likely to
favourably affect the interests of the inhabitants than
otherwise. At the Annual Social Meeting of the Aberdeen
cabmen last week in the Albert Hall, Baillie Brown, who
presided, was accompanied by several leading members
of the Conncil, and in the course of liis speech referred to
the probable effect of the introduction of motor-cars upon
cabs and cabmen. He did not think the prospect was at
all a gloomy one ; he was not one of those who believed
that the motor-oar would drive the cabmen out of exis-
tence. There had not been wanting croakers who imagined
that railways, and after railways tramways, would result
in the extinction of the cab as a mode of conveyance, but
their pessimistic forebodings had been falsified, for
instead of cabs having entered upon a period of decline
they had increased in numbers and embarked, as it were,
on a sea of greater prosperity than ever. In the same
way he believed that the cab, in whatever way motor-cars
might be developed, had nothing to fear in the future.
Councillor Gray was not quite so much in their favour,
but thought that the wives of cabmen might rest assured
that their husbands would not lose their situations because
of the motor-car ; and in the same way the sweethearts
of cabmen need have no fears on the ground of the
insecurity of their lovers' employment.
A contemporary states that recently one of the American
electrical papers published a lively rumour to the effect
. that trolley-cars and bicycles had caused such a revolution
in means of transit that a small army of horses (100,000,
we believe, was the number stated, but a few odd thousands
more or less don't matter) was practically running wild
in one of the States alone, and that the farmers, after dis-
posing of all they could sell at any price from 5s. to 10*.
each, were hoping for a hard winter to kill off the rest.
No doubt this is a trifle exaggerated, but as feathers show
which way the wind blows', so, even after allowing for
Yankee " hatchet-throwing," rumoured acts of this sort
should act as a timely hint to keep well in touch with the
motor-car movement, so as to take full advantage of the
improvements and economies which will presently be daily
in evidence.
Dublin is great'y concerned at the prospeot of that city
being made one of the leading centres for motor-car
building. The Dublin papers state that Mr. Pennington
has arrived with the object of extending his manufacturing
business in Ireland. His motors ape to be seen running
nronnd Stephen's Green at the rate of 12 miles an hour,
and not in the slightest degree interfering with the public
traffic. This is evidently only the beginning of the intro-
duction of a number of similar maehines. Already
arrangements have been made for the adoption of auto-
cars to carry passengers and to make a connection between
railway termini and the steamboat lines in different parts
of Ireland. A company has been orgauised to erect in
Dublin an immense manufacturing place for the purpose
of building cars, and will be known as " The Irish Motor-
Car and Cycle Company (Limited)." This factory is to
be run on American lines for the manufacture of motor-
cars, cycles, &c. Mr. Pennington is at the present moment
considering a number of sites for the purpose, and his
mind will be made up in the course of a few days. He
wants a site with acreage sufficient for the establishment
of a huge series of workshops, with plenty of space for
future extensions. The necessary tools, lathes, Ac., for
the works are now on their way to Ireland from America.
The first factory will employ 2,000 hands, who will be
chosen from amongst the skilled and unskilled workers of
Ireland and placed under trained Americans, who will act
as managers of departments. They will start the concern
with orders in haud for cars, dec, to the value of £140,000.
When the motor-car business extends, as it must extend
as surely as night follows day, an industry will exist in
Ireland second only to the great brewery of the Guinness
firm.
A horseless steam fire-engine of great size and power
is in course of construction for the Boston (U.S.A.) Fire
Department. The contract capacity is 1,350 gallons of
water per minute, but the builders are confident that the
engine will throw 1,850 gallons in the same time. Very
little machinery in addition to the ordinary mechanism of
a fire-engine is necessary for the propulsion of the engine.
The road-driving power is applied from one end of the
main crank-shaft to an equalising compound, and two
endless chains running over sprocket wheels on each of
the main rear wheels permit the latter to be driven at
varying speeds when turning corners. The driving power
is made reversible. When it is not necessary to nse the
power of the engine for driving purposes, the driving
mechanism can be disconnected by the removal of a key,
so that the pumps may be worked with the engine standing
still. An extra water-tank is carried at the rear of the
engine to supply the boiler until connections can be made
with a hydrant. The engine can travel on a fair level road
at a maximum rate of 12 miles an hour. From the ground
to the top of the engine the height is 10 feet, its length
over all is 16 feet 6 inches, and the width 7 feet 3 inches ;
the weight, equipped for service, is 17,000 lbs. Steam-
propelled fire-engines are by no means novelties. Among
the first was one constructed by Captain John Ericsson,
of Monitor fame. In the main his engine was a success,
but the opposition was so strong against it that, after a
brief period of service, the engine was abandoned.
*^^^^^^^^^^^^^^^^^
INTERNATIONAL MOTOR-CAR COMPANY.
Tuts Company has opened offices at 369, Edgware Road, London,
W., and is now prepared to deliver their " Parisian " carriages
and vaus almost immediately on receipt of order. These
carriages, which have had a considerable test in France, are
driven by oil-motors, and it is claimed that they fully meet all
the requirements of the new Locomotives on Highways Act, are
not liable to get out of order, are run at a very low cost, and
are particularly suitable as hill climbers. The prices also
seem reasonable, starting from £150, and .we shall have the
pleasure of referring again to the vehicles turned out by this
(Jomjany when we have had an opportunity of personally
testing their power and quality.
The Automotor and Horseless Vehicle Joi'rnal Diarv
contains over 100 pages of information. Price (id. ; post free,
7d., of Messrs. F. King and Co., 62, St. Martin's Lane, London,
W.C. See it for the Inland Revenue Regulations as to Motor
Vehicles.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [March, 18W.
REVIEWS OF BOOKS.
" Coachbuilding." By John Philipson. (London : Geo. Bell
and Sons.)
This volume, which forms one of the admirable series of
technological handbooks edited by Sir H. Trueman Wood, is
an excellent example of the manuer in which such works
should be prepared. The author is one of the best known
carriage builders in the United Kingdom, but, not beinw
'content to rely on his own extensive knowledge, he has called
in the assistance of some five or six friends to correct his
proofs, who, like himself, enjoy the distinction of being past-
masters of their craft ; the result is, that the accuracy of this
text-book cannot be questioned, and the student, the practical
man, or the general reader may refer to it with complete
■ confidence. The arrangement of the book — which is carefully
illustrated throughout — is such that the reader is led by easy
stages from a consideration of the general principles of carriage
construction and design to the various stages iuvolved in pro-
ducing the highly finished modern carriage of to-day. At
every successive step full particulars are given, to enable the
reader to thoroughly follow all the details involved, and to
obtain a complete mastery of the subject It is just the book
which engineers interested in road motors should obtain, for
in a short time they will obtain from it all the information they
require, and get it, too, from a practical and trustworthy source.
A very valuable appendix is given, containing many useful
tables on standard sizes and dimensions, while it concludes
with a useful list of text books on carriage building.
LAW REPORTS.
• ♦'Modern Cycles: their Construction and Repa'r." By A. J.
Wallis Tayler. (London : Crosby Lockwood and Co.)
Price 7s. 6d.
This is a capitally compiled book on a subject which must
necessarily attract the attention of very many readers, as the
number of followers of the wheel is ever on the increase. We
have no desire to intrude into the cycle world, which has a
literature distinctly its own. This book, however, is written by
one who is eminently qualified for the task, and much of the
' matter will be of as much use and interest to those concerned
in automotors as it is to bicyclists. More particularly does this
relate to such chapters as those relating to repairs, the sections,
construction, and method of holding together the various parts
constructed of tubes. The book will be found to be of great
practical utility to all interested in the design or manufacture
of motor-carriages.
»
"Costing: as Applied to the Carriage-building Industry." By
. Jambs Boarland. (London : John Kemp and Co.)
"The Best Method of Ascertaining Prime Costs." By Wm.
Strachan. (London : John Kemp and Co.)
These are reprints of the first and second prize essays on the
subject of taking out the true cost in each department of
carriage building, and the subject matter is well worthy the
consideration of those concerned. The reprints are from The
Saddlers', Harness Maters', and Carriage Builders' Gazette.
A new work by Mr. A. J. Wallis Taylor, C.E , A.M.I.C.E.,
entitled "Motor- Cars, or Power Carriages for Common Roads,"
will be published shortly by Messrs. Crosby Lockwood and
Sons. The work will l">e fully illustrated, and will contain
descriptions of the most notable early and modern examples
of self-propelled vehicles.
The Automotor and Horseless Vehicle Journal Diary
contains over 100 pages of information. Price fid. ; post free,
~d., of Messrs. F. King and Co., 62, St. Martin's Lane, Loudon,
W.C. See it for Results of all the Speed Trials hitherto held.
Koosen v. Rose.
This was au appeal heard on the 4th instant, from a judgment
of Mr. Justice Wright at the trial of an action without a jury.
The action was brought to recover a sum of £\b0, the price of
a motor-carriage, which the plaintiff alleged he had sold to the
defendant. The plaintiff having taken Out a summons for
summary judgment under Order 14, Mr. Justice Day at
chambers made an order giving the defendant liberty to defend,
and directing that the action should be put into the Short Cause
List, and that the costs of the application should be coats in the
cause. At the trial Mr. Justice Wright gave judgment for the
plaintiff with costs, but, thinking that the case was not a
proper case to be dealt with under Order 14, he disallowed the
plaintiff all the extra costs incurred by the application for
judgment at chambers. The plaintiff appealed from that part
of the judgment which related to the costs of the application at
chambers. It was argued on his behalf that Mr. Justice
Wright had no jurisdiction to- interfere with the order of
Mr. Justice Day, which directed that the costs of the applica-
tion should be costs in the cause.
Mr. Wheeler, Q.C., and Mr. W. H. Nash appeared for the
plaintiff ; Mr. C. W. Mathews for the defendant
The Court allowed the appeal.
The Master of the Rolls said that Mr. Justice Wright at
the trial had assumed to himself the power of altering a decision
which had been come to by Mr. Justice Day at chambers with
regard to the cost of au application heard by him. The rule
must be that a Judge could not interfere with au order made by
a Judge of co-ordinate jurisdiction unless some statute expressly
gave him the power of reviewing that order by way of appeal.
Therefore, the order made by Mr. Justice Wright with regard
to the costs of the application at chambers was without juris-
diction and void, and must be overruled.
Lord Justice Lopes said the question was whether Mr.
Justice Wright had jurisdiction to interfere with the costs of
the application at chaiubeis. In his opinion he had no such
power. The costs of an application under Order 14 were pro-
vided for by Rule 9 of that order, which said that they should
be dealt with by the Judge oh the hearing of the application,
who should order by aud to whom and when they should be
paid, or he might refer them to the Judge at the trial. The
defendant relied on Rule 9 (b), which said that, if the plaintiff
made an application under the order where the case was not
within the order, the application might be dismissed with costs,
to be paid forthwith by the plaintiff. But that applied to pro-
ceedings at chambers, and not to what took place at the trial.
The appeal must therefore be allowed.
Lord Justice Chittt delivered judgment to the same effect.
For Formula? and Tables useful to all Makers and Users of
Automotors, see Thb Acitomotor and Horseless Vehicle
Diary and Pocket-Book for 1897, which contains over 100
pages of information. Piice fid. ; post free, Id., of Messrs. F.
King and Co., 02, St. Martin's Line, London, W.C.
For reprint of the "Locomotives on Highways Act, 1896,"
see The Automotor and Horseless Vehicle Diary and
Pocket-Book for 1897, which contains over 100 pages of infor-
mation. Price 6d. ; post free, Id., of Messrs. F King and Co.,
62, St. Martin's Lane, London, W.C.
For the Regulations respecting Automotor- Carriages and
the Carriage of Petroleum, see The Automotor and Horseless
Vehicle Diary and Pocket- Book for 1897, which contains
over 100 pages of information. Price 6rf. ; post free, Id., of
Messrs. F. King and Co., 62, St. Martin's Lane, London, W.C.
All interested in autoniotors should join the Self- Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.C. — (Advt.)
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TnE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
237
AMERICAN MOTOR VEHICLES.
Brpork the New York Electrical Society, recently, Mr. Joseph
Sachs lectured ou '' Horseless Carriages." He referred to the
history of the development of motor-cars, and spoke on the
questions of speed, weight, and construction. After dealing
with steam and g<s in connection with such vehicles, the electric
motor was referred to. Mr. Sachs considered the advantages
of the electric system were simplicity, ease of control, and
facility of connection of power with driving wheels. The
steering devices and brakes can be operated by electric power,
and such a machine cannot be stalled. Since it is necessary
to depend upon the storage battery for supply of power, the
disadvantages of the electric system were the great weight of
the battery, the limited supply of energy, the mechanical dis-
integration of the plates, .and the lack of facilities for charging
the batteries. The horseless carriage service, the speaker stated,
was harder on storage batteries than traction work. He thought
that a vehicle par excellence would be one combining the electric
system with an outside source of supply. A dynamo operated
by a gas motor, A la Heilmann locomotive, wonld probably
produce effective results. With all its disadvantages, however,
tlie electric vehicle was superior to either of the other types.
THE LONGUEMARE BURNER.
plan to the right), of which two of the arms are pierced wilh
ducts. By one of these, J, the oil enters under a pressure
£ to 5 kilogrammes per square centimetre, circulates through
the coil S, and returns by tube j to the burner. The oil is
vaporised in S by the heat of its own burning vapour. The
oil vapour strikes on the exterior and the capsule e, so as to
deposit any foreign matter, which can be removed by the plug b.
It passes through layers of gauze at e to chamber C, and then
through eight holes at top of C to the burner O. This is formed
of an opening closed by a copper cone, on the periphery of which
are cut eight very fine grooves, seen in plan at O, to the left of
the figure. From these grooves the vapour issues, producing
eight blue and vibrating flames of 50 to 60 centimetres long,
which spread over the sheet-iron cone G. A cylinder, g, also of
sheet- iron, serves as a duct for the air supply coming through
the cross-piece B. The heat is greater, the greater the pressure
in the oil reservoir. One of these burners is sufficient for the
steam tricycle of M. Serpollet. Neither dimensions nor scale
are given.
At the request of several correspondents we reproduce a sketch
of the Longueniare burner from " Voitures a Petrole," par
Louis Lockert, and the following freely translated description :
— The lower part is a cross-shaped bronze casting (shown on
THE KRIEGER ELECTRIC ROAD
CARRIAGE.
A paper was recently read before the Societe des Electriciens,
in Paris, by M. L. Krieger, giving a description of some electric
carriages recently brought out. The first carria/e, converted
from an ordinary horse-cab, has for some time past been driven
about Paris. In this vehicle the driving power is applied to the
fore-carriage by means of an electric motor geared to each wheel.
To the armature shaft of each motor is attached a pinion with
helical teeth engaging with a similar wheel rigidly attached to
the corresponding driving wheel. The ratio of gearing is as
1 to 10. The field magnets of the two motors are coupled in
series, and the two armatures in parallel. The use of an
independent motor to each driving wheel enables the steering
to be effected electrically. For instance, if the armature of the
motor on the inside of the curve it is desired to traverse be
short-circuited, the fore-carriage will turn to that side. The
short circuiting is brought about by means of a special com-
mutator arranged for this purpose. The fore- carriage turns to
an angle equal t > that made by the steering handle. Hand
steering gear of the usual type is also fitted to the carriage.
The second carriage was made by transforming a cab belonging
to the Compagnie 1'A.beille. It weighed 1,160 kilogrammes
(2,535 lbs), and has taken trips of 30 kilometres without
recharging the battery of " Fulmen " accumulators, which iu
itself weighed 285 kilogrammes (628 lbs.). M. Krieger very
naturally points out that the ancient build of the carriage,
constructed 10 years ago, for horse traction, shows his system
at a disadvantage, owing to the great strain on the fore-carriage,
which was not designed for such a purpose. Auother carriage,
especially constructed for electric traction, weighs, when empty,
1,880 kilogrammes (4,144 lbs.). This includes the weight of the
fore-carriage, which is 1,630 kilogrammes (3,593 lbs.), ar.d it is
possible to travel a distance of 80 kilometres without recharging
the batteries. This battery, especially designed by M. H.
Meynier, commercial agent for the Julieu accumulators, has a
capacity of 450 ampere-hours, with a total weight of 640 kilo-
grammes (1,410 lbs.). It consists of 16 cells, each weighing
33 kilogrammes, and enclosed iu an ebonite case having three
compartments. Each compartment contains 13 plates, 6$ milli-
metres in thickness, that is to say, 39 plates per element The
capacity being 450 ampere-hours, one obtains about 15 ampere-
hours per kilogramme of plates. The ebonite cells are protected
by thin oak boxes. A layer of special luting is poured on to the
surface of the liquid of each cell. This composition, once dried,
performs the function of a thin sheet of slate, sealing the cell
hermetically, and preventing splashing over, which is one of
the serious drawbacks in the carrying of accumulators by road.
Two motors of 150 kilogrammes, tunning at an angular velocity
of 600 revolutions per minute, give a maximum couple of
13 kilogrammes, the normal couple being I'd kilogrammes.
The rate of discharge of the accumulators is frcm 60 to
80 amperes, at 30 volts on the level, at a mean speed of 10 to
12 kilometres per hour, and the same speed can be maintained
over such gradients as those on the road from St Cloud to
Garches. With a load of five passengers this carriage has run
65 kilometres at an average speed of 11 kilometres per hour.
It has also covered a distance of 2,500 kilometres in the suburbs
of Paris at an average speed of 10 kilometres per hour.
M. Krieger is having constructed an ordinary brougham with
two seats, which is to travel 125 kilometres without recharging,
and i* to weigh only 800 kilogrammes (1,723 lbs.), 350 of which
are for some new accumulators, the name of which M. Krieger
does not divulge, a single charge being sufficient during the
night. This is notable, as the price of the kilo-watt hour of
electric energy is very high in Paris.
^^»*M^^*
All interested in automotors should join the Self-Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.C.— (Advt.)
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Mabch, 1897.
CORRESPONDENCE.
*#* W« do nil hold ourselves responsible for opinions expressed by
oar Correspondents.
%* The name and add -ess of th> writir (not necessarily for publica-
tion) MP3T in all cites atcomp tnij letUrs iitend'd for insertion,
or co.itaining queries.
MASTER PATENTS.
To the Editor of The AuroMOTOR and Homeless Vehicle
Journal.
Dear Sir, — I see in your Journal a discussion re Horseless
Carriages, Master Patents, &e. I cauuot see why the British
Motor Syndicate may not have good master patents, but some
of the gentlemen who are writing on the subject seem to be well
up in it. A Mr. Sennett says the foreigner has not advanced
the horseless carriage in this country ; but, if it had not been for
the foreigner, he and others would not now be discussing the
subject as they are. He says there is a vast field in store for
petroleum motors when they are able to fulfil the conditions
required. He does not say what those requirements are, but as
I have had a hand in the erection of steam engines up to
15,030 I.H.P., marine, locomotive, and stationary, and nave
b.'e:i making and experimenting on oil and gas engines for
about 16 years, I might be able to guess what Tie requires the
pjtroleum motor to do. I think he will require it to stop, start,
and reverse the same as a steam engine ; if that is all, the
petroleum motor will fulfil his demands with ease. As
Mr. Sennett seems to know a great deal of the past, present,
and future of the horseless carriage, I wish he or some of your
readers would try and dispel the delusion that I am troubled
with, that I was the first person to design and make a horseless
carriage with engine gear, the same as is now employed by-
Daimler and other petroleum engine makers ; and a patent
specification of mine some years ago will show belts, chains,
ropes, and engine as employed by these people. I would like
to know the earliest date they claim to have made a horseless
road carriage driven by an internal combustion engine. I have
now designed an nil engine which will start and reverse the
same as a steam engine ; no extra gear is employed for that
purpose. — Yours truly, " J. M.
[With a desire to give " J. M." all the publicity we can, in order
that he may reap the advantage of any substantial improvements
lie may have made, we have inserted his letter with some modi-
fications. If he wants information or assistance, however, he
must write less in the shape of riddles. — Ed.]
A DISCLAIMER.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sin, — We have just noticed a Company being brought out
for £300,000 as " The Loudon Motor- Van and Wagon Company
(Limited)." Now some months ago we registered in the name
of the London Motor-Car Works Company (Limited), our
memorandum of association specially providing for the manu-
facture of vans, wagons, &c.
It is only fair to us to state that we are in no way, directly
or indirectly, associated with the London Motor- Van and Wagon
Company (Limited), and shall take the necessary steps to stop
them using a colourable imitation of our title.
Thanking you in anticipation. — Yours truly,
The London Motor-Car Works Co. (Ltd.)
(James Rickard, Managing Director.)
The Albert Mills, Hammersmith, W.,
Feb. 17th 1897.
A QUESTION TO MAKERS.
To the Editor of The AuroMoroa and Horseless Vehicle
Journal.
Sir, — May I ask how makers of self-propelled vehicle's pro-
vide for their being turned in a narrow road ? A rear-driven
carriage can only turn in a circle of s >me considerable diameter,
whereas a horse-drawn vehicle can be turned on its axis.
Driving on to the front axle (this being also used for sleeting)
would make the conditions of turning the same as in an ordinary
carriage. Query, then : Why not rest the fore end of the
carriage or wagon on a four-wheeled bogie carrying and driven
by a compact steam plant I Load up forward.— I am, Ac,
March 6th. Lt.co.
THE ELECTRICAL CAB COMPANY.
To the Editor of The Automotor and Horseless Vbiiicle
Journal.
Dear Sir, — In your issue of February 17th you give a
report of a meeting of shareholders of the Electrical Cab Com-
pany. One hesitates to siy auy thing to discourage such a
venture as putting electrical cabs for the use of the public on
the streets of the metropolis, but surely the claim Mr. Milliliter
makes t> the exclusive right of use of "tin most valuable
improvement " is somewhat exaggerated. I may be wrong,
but I know of nothing special in the Johnson Lundell Seiies
Parallel Controller beyond the magnetic blow-out. For this
feature other makers have devices which they contend are more
satisfactory, but this does not seem to come into Mr. Mnllinet's
calculations. I therefore am compelled to assume that the
controllers made by the Weslinghouse people, the Walker
Manufacturing Company, and others, are equally as serviceable
for this purpose. Personally, I know of one carriage that is
being built and fitted with a series parallel controller, about
which the makers are, I suppose, equally comfortable as to iis
satisfactory working as the London Electrical Cab Company
are about their cab*. — Yours faithfully,
March 9th, 1897. F. H. Somerville.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Dear Sir, — Referring to the report in your last issue of the
statutory meeting of the Loudon Electrical Cab Compiny
(Limited) and the statements contained in other reports that
after the meeting several shareholders had the opportunity of
riding in an electrically-propelled carriage, equipped by Mr. W.
C. Bersey ; after the prominence given in the report to the
name of the E.P.S. Company, we think it only fair the fact
should be made public that the cells used in the carriage
referred to were manufactured and supplied by the I.E.S.
Accumulator Company (Limited), and that it is this Company
that has supplied Mr. Bersey with the cells used by him during
the last twelve months with very satisfactory results. — Yours
faithfully,
For the I.E.S. Ac:umclator Co. (Ltd.),
(Herbert Woodfield, Secretary.)
3, Delahav Street, S.W.,
March" 12th, 1897.
THE DAIMLER AND HORSELESS CARRIAGE
COMPANIES.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — Will you allow me, as a shareholder in the above two
Companies, to state, for the benefit of any of your readers who
may be interested, the result of my experience gained by a
personal visit to the works of these Companies I I must confess
that I went to Coventry with a certain suspicion in my mind
produced by reading the many adverse criticisms on the pro-
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
239
rooters of these ventures which have appeared in the public
Press — that I had, to say the least, made a bad investment
Dealing first with the' Daimler Company, I was qourteously
received uy the deputy-manager and conducted all over the
works, which are very spacbus and convenient, and filled with
machinery of all kinds, most of which was busily running. I
saw several completed motors— I mean the engines, not the
carriages — which were than being tested, and was informed that
50 had been already made, though not yet put together. I also
saw the frames aud bodies of certain vehicles which are ready
to have the motors fitted. The first complete motor-car had
been turned out and tested the previous day and I had the
opportunity of seeing it running, and was very much pleased
with it. I was especially struck by the fact that the great
vibration noticeable in the foreign cars exhibited last year had
been very much reduced. I was told that there were about
200 men employed in the works, and on all sides things looked
like business.
The Horseless Company has, of course, been at work a much
shorter time, but I found they were rapidly getting things into
"shipshape." The bottom floor of the large mill, which was
temporarily let to the Humber people, had just been vacated,
and is fitted up with benches, &c, ready for active operations.
On a higher floor, I found a number of men engaged in making
the bodies and wheels of carriages and carts of all description ■>,
and was shown over the other departments, wlrch space forbids
me to particularise, by Mr. Crowden, the conrttous manager.
Might I suggest that others who are interested in the progress
of the above concerns should, instead of making or accepting
random and hysterical assertions, pay a visit to Coventry and
qualify themselves for forming an opinion on the subject ?
With best wishes for the success of your useful and well-
written Journal. — I ata yours, &e, Edoar Soames.
Bromley, Kent, March \Zth, 1897.
"ARNOLD'S" MOTOR-CARS.
MOTOR-CAR CLUB SPRING TOUR.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Dear Sir, — I send you a programme of this Club's first
motor-car tour of the season. Already 60 of our members have
expressed their intention of taking part in the run, which has
been postponed in order that several English-made motor-
carriages now approaching completion should be displayed in
actual running for the benefit of members. — Yours obediently,
C. Harrington Moore,
March 10th, 1897. Hou. Secretary.
This tour, which has been postponed to secure settled weather
and a good display of English-made motor-cars, has been arranged
to enable members of the Motor-Car Club to inspect the various
motor factories at Coventry and observe the progress that is
being made, and also to enable them to take part in a short
motor journey between Coventry and Leamington and neigh-
bourhood.
Programme.
The train leaves London (Euston) for Coventry at 9.20 a.m.,
and a special first class saloon carriage will be attached for
meniljers journeying to Coventry and returning, should the
number exceed ten.
The train arrives at Coventry at 11.12. Motor-cars will, if
possible, meet this train and convey members at 11.30 to the
Coventry Motor Mills.
At 12, members will assemble at the Motor Mills and inspect
the works of the British Motor Syndicate, the Daimler Motor
Company, the Great Horseless Carriage Company, and Mr.
Pennington.
At 1 o'clock the motor-cars will start for Kenilworth, where a
light luncheon will be served at the Abbey Hotel at 2 o'clock.
At 2.30 the motor-cars will leave Kenilworth for Leamington.
On arrival at Leamington, members will have about two hours
either to visit places of interest in the neighbourhood or to test
the various motors.
We understand that, to meet the special requirements of the
British public, Arnold's Motor Carriage Company, of 59, Mark
Lane, E.C., and East Peckham, Kent, has arranged to offer an
entirely new pattern of motor-carriage fitted with the well-
known " Benz " motor. This improved type may now be
obtained with double cylinders, and is made in three sizes,'
giving 3, 5, and 8J horse-power respectively. The motor, which
is placed horizontally on the carriages, and therefore easy of
inspection, is run at the reduced rate of 300 revolutions per
minute, this reduction of speed minimising wear and tear,
and practically doing away with unpleasant vibration, when
travelling at full speed.
The engines are fired by the electric spark from an induction
coil worked by a two-volt accumulator. The connecting up of
the coil is done in a very simple maimer: one wire from the
coil runs direct to the sparking tube, which is fixed in the end
of the cylinder, and the return wire from the tube is led to an
insulated spring, and makes and breaks contact by the action
of the engine, the framework of the engine being used as a
return for the current.
The exhaust box is placed directly under the engine, and the
carburettor, being fixed at the back of the carriage, is easily
accessible. The shaft of the engine is fitted with a conical
pinion or cam, working a sma'l shaft, which revolves at half
the s)>eed of the engine, and the cams put in and out of gear the
exhaust valve, whilst the air valve works automatically.
The intermediate shaft, which carries the balance gear and
two speeded pulleys, is driven by means of belts from the English
shaft, this means of transmitting power being found to be very
suitable for motor-carriages, as the slight slip in the belt causes
the carriage to start very gently.
The motor is fitted with a tank holding sufficient water for
cooling the engine for three or four hours.
THE MOTOR-CAR AND RELIGION.
How Providence Inspired Mr. H. J. Lawson to Float
Companies.
In the Protestant Echo of December 1st last, there appeared the
following amusing article, which ought to have wider circulation
than it obtained in the pages it originally adorned : —
HORSELESS CARRIAGES AND THE TRIP TO BRIOnTON.
Let God in all things be glorified. It has often been said
that " necessity is the mother of invention." Granted. But we
would look higher and give unto the Lord the glory due unto
his name. When the Tabernacle and its furniture were required
God gave wisdom and understanding to Bazaleel and Aholiab,
" and in the hearts of all that are wise hearted," said God, " I
have put wisdom, that they may make all that I have com-
manded thee " (Exod. xxxi, 2, 6).
Motor-cars, or horseless carriages, have now become as much
the necessity of this age as the locomotive engine was the
necessity of the age when God inspired the pit-engine boy —
George Stephenson — with wisdom to invent and skill to con-
struct hi3 first locomotive, the "Rocket," which is now to be
seen as a relic of antiquity in the South Kensington Museum.
Before the commencement of the present century neither the
population of England nor that of other nations required the
locomotive to run 50 or 60 miles an hour. But what should
we now do without it ( When, therefore, a bountiful Providence
saw the growing necessity for the peoples of the world to be
brought into closer commercial touch with each other, aud their
congested towns to be relieved of their dense populations, He
anointed with wisdom and instructed the boy who was working
for twopence a day in the coal pit. Aud by him God gave the
world the idea which has developed into our railway system.
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240
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Malch, 1897.
"OLD LONDON."
Tho3e who have known our great metropolis for 60 years can
remember "Old London," with its narrow streets, and now look
upon "New London" with its marvellous improvements.
It is a singular circumstance that on the very spot where
40, Holborn Viaduct — the offices of the Motor-Car Company —
now stands, was in the time. of Old London Holborn Hill, of
which all the horses in London had a dread. It was steep,
"slippery, and narrow. There every day in the week, and often
several times in the day, might be seen the busy and eager
crowds of spectators who witnessed the struggling horse, or
helped to hold his head down while he was unharnessed, and the
poor animal raised from his perilous situation. Busy times they
were. Yesi, the Jews of " Fee " Lane, who bought and exhibited
for sale all the silk pocket-handkerchiefs which the thieves
" found " in those crowds, drove a brisk trade in those days.
Cheapside also was then a narrow street, with its long team of
omnibuses moving as fast as the police could make room for
them. About one mile an hour was perhaps the average rate.
NEW LONDON.
Now, new and widened streets, underground railways,
Thames Embankment, river steamboats, cheap postages, electric,
telegraph and telephone all help to lessen the traffic of our great
city, and other congested towns.
Vet the ever-increasing population still cries, Give us room.
And
THE AUTOCAR
may be regarded as the gift of a Divine Providence to meet the
want of the age. Prejudices against every improvement may
be expected, but they are not worth noticing. While the motor-
cars were in Brighton, on November 16th, we had the pleasure
of about two hours' ride on the best of them, up and down the
front and through the town. Our car was provided with pueu-
raatic tyres, and could travel, we were told, at 30 miles an hour.
At what rate we went it is not possible for us to say, but all
that we could compare it to was a bird resting upon his pinions
and gliding througn the air.
LONDON TO BRIGHTON.
On November 14th an Act of Parliament came into operation
which emancipated our roads and road locomotion from a
singular law, which compelled the drivers of autocars to have
a man walk in front of them with a red flag. To commemorate
this event the leading spirit in this great movement organised
a procession from London to Brighton, in which about 52 cars
took part. Thousands of bicyclists determined upon accom-
panying the inventor of the " safety " in this bold undertaking.
The weather was wet, and a mercy it was, for such was the
interest of the people in this movement that no motors would
ever have reached Brighton that day had the weather favoured
outdoor sight-seeing. As it was, the leading car arrived about
4.30 p.m. The Mayor, on behalf of the Corporation, met its
driver, took a seat by his side, gave him a welcome, and pre-
sented a gold medal in commemoration of the event.
A feeling of overwhelming gratitude for safe arrival of all
the cars under his command filled the heart of the leader, and
many other hearts, too. This he testified by giving £20 as a
thank-offering to the poor.
The Automotor and Horseless Vehicle Journal Diart
contains over 100 pages of information. Price Gd. ; post free,
Id., of Messrs. F. King and Co., 62, St. Martin's Lane, LondoD,
W.C. See it for all the leading types of Motor-Carriages.
The Automotor and Horseless Vehicle Journal Diart
contains over 100 pages of information. Price Gd. ; post free,
Id., of Messrs. F. King and Co., 62, St. Martin's Lane, London,
W.C. See it for Notes on Motive Power generally and Elec-
trical Batteries.
Bei Bezugnahme anf Inserate in diesem Blatte, bitte den
Namen " TnE Automotor and Horseless Vehicle Journal "
anzngeben.
NEW INVENTIONS.
Claiming particularly to apply directly or indirectly to Motor
Vehicles, fyc.
Com jiled for'Tits AtrroMorou and Uoa3tLK33 V*ittotB JontxAL"
by HiRBBBr Haddan and Co., Registered Patent Age.its, of
18, Buckingham Street, Strand, W.C, London.
Abbreviation/ :
1897.
Feb. 1. 2,066.
„ 2. 2,704.
„ 3. 2,839.
„ 3. 2,846.
„ 3. 2,902.
., 3. 2,924.
„ 3. 2,925.
„ 4. 2,938.
., 4. 2,946.
„ 4. 2,951.
„ 5. 3,058.
„ 5. 3,072.
„ 5. 3,089.
„ 8. 3,248.
„ 8. 3,249.
„ • 8. 3,274.
„ 8. 3,279.
„ 9. 3,365.
„ 9. 3,378.
„ 9. 3,330.
„ 10. 3,493.
„ 10. 3,494.
„ 10. 3,509.
„ 10. 3,560.
„ 10. 3,562.
„ 10. 3,599.
., 10. 3,602.
„ 11. 3,647.
„ 11. 3,685.
„ 12. 3,778.
„ 12. 3,812.
„ 13. 3,862.
„ 13. 3,911.
„ 13. 3,929.
„ 16. 4,077.
Patents Applied For.
Impts., Improvements in-, Relg-, Relating t).
C. M. Johnson. Impts. transmission of power.
W. H. Denison. Gear for propelling motor-
cars, &c.
J. T. Ro33RT3. Driving gear of cyjUs,
motor-cars, &c.
W. E. Heys (C. Terrot). Impts. relg. bsvel
gearing.
G. F. Gautibr. Impts. driviug chains for
motor-cars, &c
C. T. Crowden and W. L. Webd. Variable
speed-driving gear.
C. T. Crowden. Impts. relg. driving g«ir
for self-propelled vehicles.
J. R. Garner. Impts. driving mechanism.
Hodgson and Smith. Impts. cycles, motor-
cars, &c.
J. R. Garnier, Impts. driving mechanism.
H. F. Joel. Impts. in propelling auto vehicles.
A. W. Bhiohtmore. Impts. steering motor
vehicles.
F. A. Pyks. Impts. relg. cycles and road
vehicles.
D. Nealb. Combined switch and brake lever.
D. Neale. Method of steering electric motor-
cars.
Dunlop and Dougherty. Steering lock' for
cycks, &c.
C T. J. Oppermann. Supporting cells in
electric motor vehicles.
J. H. Ball. Impts. relg. motor-driven
vehicles.
A. W. BRiGHrMOUE. Impts. connection of
motors to vehicles.
H. Clarke. Impts. motor-cars, cycles, Ac.
T. Toward and othsrs. Impts. self-propelled
vehicles.
A. Bagshaw. Impts. driving chaina
Lawson and Scott. Impts. brakes and frames
for motor- cars, &c.
P. Auriol. Impts. transmission of power.
N. Vincke. Steering mechanism for auto-
cars, &c.
C. E. Henroid. Impts. motor and horseless
carriages.
Boser and Mazurier. Starting and steering
mechanism.
Ken yon and Pogson. Improved joint for
cycle, &c, frames.
G. T. Harrap. Impts. hauling devices for
motor vehicles.
Leutz and others. Impts. relg. oil or gas
motors.
Hensch and Brandt. Current collector for
electric motor vehicles.
A. W. Brightmorb. Impts. motor vehicles.
E. Taylor. Impts. handles, motor-cars,
cycles, &c.
F. J. Cox. Improved driving chain for
cycles, &c.
C. and J. Richardson. Steering mechanism.
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March, 1897.] THE AUTOMOTOB AND HORSELESS VEHICLE JOURNAL.
241
Feb. 16.
„ 16.
„ 17.
„ 17.
„ 17.
„ 18.
„ 18.
„ 10-
„ 19.
„ 19.
4,142.
4,157.
4,284.
4,293.
4,345.
4,36;).
4,384.
4,500.
4,505.
4,531.
19. 4,548.
19.
21).
20.
20.
22.
22.
22.
4,.r>54.
4,593.
4,640.
4,660.
4,693.
4,729.
4,755.
23. 4,787.
23.
24.
24.
26.
26.
2G.
27.
4,908.
4,954.
5,016.
5,212.
5,237.
5,258.
5,359.
Pap.ker and Smith. Impte. handle-bars of
motor-cars, &c.
G. H. Bond. Impts. driving of cycles and
motor-cars.
L. Redmond. Impts. cycles and motor-cars.
R. M. Paterson. Impts. engines for motor-
cars, &c.
F. G. Griffith. Variable and reversible
gear.
C. R. Webb. Cotterless crank attacbment
for motor-cars, cycles, &c.
G. E. Larder and others. Propelling motor
vehicles.
J. R. Cooper. Impts. cycles, motor-cars, &c.
C. W. Holms. Inapt?, driving mechanism.
J. H. Bakrv. Multicycles or auxiliary
motor-coaches.
W. C. Johnson. Controlling and steering
autocars, &c.
A. Olliver. Impts. motor vehicles.
J. C. Reeves. Handle for cycles and motor-
cars.
H. Vallke. Autocar with special petroleum
motor.
H. A. Lampluoh. Impts. cycle3 and molor-
carriages.
W. P. Bruce. Impts. driving gear.
E. A. Aixsn. Impts. driving chains.
Morris and Salom. Electric motor-propelled
vehicles.
B. F. Wright. Impts. gear for motor-cars,
cycles, &c.
L. Brown. Impts. automotor vehicles.
J. J. Dillon. Covering for chain gear.
Bourdon and Weidknecht. Impta. auto-
motor vehicles.
A. J. Thompson. Impts. transmitting power.
Hon. It. T. Brougham and W. C. Bersey.
Suspension of electrical accumulators.
L. Epstein. Impts. electrically-propelled
vehicles.
W. S. SiMrsox. Automatic shut-off for steam
or gas engines.
Specifications Published.
19,468. October 16th, 1895. Motor-driven road vehicles.
Thomas Nixon Dare, 13, Monmouth Road, Westbourne Grove,
London, and Charles D.xon, of 5 and 6, Downing Street,
Cambridge.
The principal object is to convert existing vehicles with as
little interference as possible with their present construction.
The figure is a side elevation of a hansom cab to which the
invention is applied.
The motor, B, is fixed to the rear of the vehicle and geared
to the road wheels, E, by chain wheels, B*, D, and a chain C.
A small wheel, J, carried at the end of a readily-detachable
bracket, J1, is fixed under the front of the hansom to prevent
any possibility of its tilting too far forward.
The steering arrangements in the hansom are as follows : —
At the rear of the vehicle there is a rod, G, in two parts, with a
hand- wheel, G', at its upper end in proximity to the driver ; this
rod is journalled in a bracket B1, extending from the motor
casing. At its lower end it has a fork, G1, in which is a rear
wheel, G', preferably fitted with a solid rubber or pneumatic
tyre. Between the head Gs of the fork G3 and the bracket B',
a spring K is interposed to |>ermit the rod G, with its wheel G',
to rise and fall in running over inequalities in the ground.
Preferably the rod, G, is made in two parts, so that in putting it
in place the driver's seat need not be disturbed ; the upper p;irt
can be passed through a hole in the foot-board, H, of the driver's
seat into a socket, G", on the lower'part of the rod below that
platform ; this, however, is only for convenience, and is not
essential.
In four-wheeled vehicles the motor may be carried upon the
fore-carriage instead of being attached to the vehicle body ; or
it may be slung to the underside of or otherwise earned on a
fixed axle if desired. An extra wheel or wheels such as J,
arranged as a castor or otherwise, can be fitted to the motor
casing, or to the vehicle if found desirable, as it might be in
] certain cases ; for instance, those in which it is found that the
addition of the motor to the vehicle would otherwise affect the
trim or the running of the vehicle.
Brake power may be applied to the periphery of the wheels,
and to any required number of the wheels, or to the hubs, or to
special drums provided upon the wheel or axle for the purpose.
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242 THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. fMuK-n, 1897.
INTERNATIONAL MOTOR CAR COMPANY,
Sole Agents for the " PARISIAN " and other Carriages,
369, EDQWARE ROAD, LONDON, W.
QUICK DELIVERY GUARANTEED.
These Carriages have been in use in France over six years, and have passed the
experimental stage years ago. There are over 800 in use, and they are giving their
owners the greater fati-faction in every vay. The Motors are beautifully made, and
free from all comp'ications. A child could steer them or regulate the speed. The
brake power is immense. The motors are not likely to get out of order. The ccst
of running is very low. Thty are splendid
hiil climbers. They have been awarded
l'r ze Medals wherever shown. They
FULLY GUARANTEED.
THEY ARE POSITIVELY
UNEQUALLED FOR PLEASURE
OR BUSINESS.
Don't buy a Motor Car which has not
passed the test of time. Th; " Parisian"
Carriages are not experiments, but
PROVED SUCCESSES.
They are wonh every shilling t>.at is asked for them. A short spin in one of our Carriages will envince you that you could wish fjr
nothing more comfortable, speedy, easily managed, or reliable.
jE^J6C»JCC?JEIe» J:"JtC/,i_#jQsuC c4E!rZL£>Oa District Agents being appointed.
TANDEM fSon MET 8
Are manufactured entirely on scientific principles, an 1
Are claimed to be absolutely the Best Alloys for Anti=Friction purposes.
Anxious to remain
And to adopt any improvements, competition metals arc constantly analysed by us S*> far, however, we have found no reason to make any
change in the composition of our Sundanl Alloys, which are now
The R;salt of Fifteen Years' Experience and Exhaustive Tests by Practical Men, and
OVER 3,000 CUSTOMERS ALL OVER THE WORLD.
TANDEM METALS fulfil Utlcr than any other th;ir
purpose, and are therefore —
The Host Economical,
The Least Wearing,
The Host Curable,
Friction ' revetting,
Resistance Reducing,
Journal Pre.eiving,
Power Increasing. .
Lubricant Saving,
ANTI-FRIC1 ION METALS.
V- BEWARE OF IMITATIONS OR ALLOYS SOLD AT DOUBLE OR TREBLE THEIR PRICE.
Apply f/r Illustrated Calalo^ue, Tcst>, Testimonials, &c, and Sample Ingots, which arc forwarded free of clnrge.
THE TANDEM SMELTING SYNDICATE, LIMITED,
t QUEEN VICTORIA STREET, LONDON, E.C.
Telegraphic Address:-" ANAIVZIKO."
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March, 1897.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
24.3
MISCELLANEOUS TRAM ADVERTISEMENTS.
~~* THIS
is the "Facile" Petroleum Oil Motor,
which requires
Mo spirit or dangerous otaenoo.
Mo heating tube.
Mo constant-burning lamp.
MO battery.
All of these are causes of trouble.
SOLE MAKEBS:
BRITANNIA CO.,
..facile- Colchester.
xABotinr Knm/iB No connection with other firms advertising
CARRIAGE MOTOR. 1|nder 8imi|ar name_
ELECTRIC MOTOR CARS.
Carl Oppermann's Patents.
Complete Cars of any description, or Motors
and Gearing only.
PHOTO SIX STAMPS.
C. OPPERMANN,
2, WYNYATT STREET, CLERKENWELL.
T"HE "CRYPTO" WORKS, LIMITED, 29, Clerken-
well -road, London. E.C.— Frames, Gears, &c, for Motor Cycles and
Carriages made to specification. -Quotations given for any kind of Light
Engineering Work, Mechanical or Electrical. Facilities for executing Experimental
Work.
A CCUMULATOR CHARGING.— C. H. Cathcart &
Co.. having Plant specially adapted for this purpose, charge Cells of all sizes
promptly, thoroughly, and cheaply. Terms on application. Accumulators on hire
for temporary lighting, experimental uses, etc. — 3, Dorset Buildings, Salisbury
Square, Fleet Street, E.G. Telephone No. 65,266.
TT IS WORTH YOUR WHILE TO BUY DIRECT.
*• THE RELIANCE LUBRICATING OIL COMPANY SUPPLY, ON
APPROVAL, HIGH-CLASS NON-CORROSIVE LUBRICANTS, which,
through the superiority, have the largest sale in the world. Engine, Cylinder, ana
Machinery Oils, ix£d. ; Special Cylinder Oil, is. 4d. ; Special Engine Oil, is. 4d. :
Gas Engine, Dynamo Oils, is. 6d. per gallon ; Special Gasolene, Benzoline, ana
Petroleum, for Motor purposes; Light Machine Oil, ioid. ; barrels free and carriage
pjid.— Reliance Lubrioating Oil Co., 10 and aa, Water Lane,
Great Tower Street, London, E.G. Depots at Liverpool, Bristol, Hull,
Cardiff, and G'asgow. Telegrams: "Subastral, London."
CONVERSION OF EVERY DESCRIPTION OF
^-' FITTINGS, MODERN AND ANTIQUE. Antique Candelabra, &c,
adapted to Electric Light in such a manner as to faithfully represent candle*.
Teinpoiary lighting at Fetes( Balls, At Homes. Estimates ana plans for complete
Electric Light Plants. Motive Power : Steam Engine, Oil Engine, Gas Engine,
or l'urb'ne
CHAMELEON ELECTRIC SIGN.
E. L. Berry, Harrison & Co , Electrical Engineers and Contractors.
Office and Show Rooms— Lyric Chambers, Whitcomb Street, London, W.C.
Telegraphic Address — " Kathode, London."
/O ~-
1
^^
rutzE
AFTLH IZ MONTHS .
So ■■
r
INSTANTANEOUS HEATING^
— Gas Engine Tube— ^k
; ■> ■
GOOD AS NEW -WRITE TO
MISmLANEOUS ADVERTISEMENTS.
All interested in automotors should join the Self- Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.C.— (Advt.)
MOTOR PATENTS.
A GENTLEMAN, having necessary Capital, invites
correspondence from Inventors and othe*s having good Patents in^con*
nection with Motors or Auto-cars. State full particulars to Enterprise, c/o King's
Advertisement Offices, 6a. St. Martin's Lane, London, W.C.
MOTOR CAR FOR SALE.
T UXURIOUSLY fitted private MOTOR-PHAETON,
"*"' by Peugeot. Seat four, detachable canopy, wheels of cycle type, rubber
tyres, Daimler motor, perfect condition, new October, immediate delivery. Further
particulars address Automobile, c o The Autohotor and Horseless Vehicle
Journal, 62, St. Martin's Lane, London, W.C.
MOTOR CAR TRIPS.
^DVERTISER CAN ARRANGE SEATS FOR
Ride from London to Brighton and back (daily). Date3 now
being booked in rotation a* received. — For terms, &c, addiess,
PHAETON, care of Tub Automotor and Hor.iE1.ess Vehicle
Journal, 62, St. Martin's Lane, London, W.C.
PUBLISHERS' ANNOUNCEMENTS.
Now Ready, down 8vo, with over 300 Illustrations. Price 10/6, Cloth.
MODERN CYCLES :
A Practical Handbook on their Construction and Repair,
BY A. J. WALLIS-TAYLER,
Assoc. Mcmb. Inst. C.E., Author of *' Refrigerating and Ice- making Machinery,
"Sugar Machinery," "Bearings and Lubrication," &c, &c.
SUMMARY OF CONTENTS.
Ch. VII.— Component Parts of Cyc!-s.
Ch. VIII.— Manufacture of Cycles.
Ch. IX. — Kepairs.nd Renewals.
Apjicndix, Verbatim Copy of Thonvcn's
Specification, No. 10,090.
1845. the first Patent for a
Pneumatic or Air Tyre.
Stationers' Hall Court,
Ch. I.— Introduction: Biief History
uf the Cycle.
Ch. II.— Modern Safety Bicycles.
Ch. III.— Modern Tricycles.
Ch. IV.— Carriers.
Ch. V.— Mifcllaneous Machines.
Ch VI.— Efficiency of Cycles.
London : Crosby Lockwooh & Son, 7,
Ludgate Hill.
JUST PUBLISHED.
HORSELESS CARRIAGES. Illustrated. A Short
History and Account of present development, with description of
Ste m, Oil, and Electrical Motors. Also Hints on Working and
Management. Post Free, Sixpence.
MOTOR CARS ON HAND FOR SALE OR HIRE.
James Edw. TOKE,Aldermanbury,Bradford; Burleigh Villa, Harrogate.
The Automotor and Horseless Vehicle Journal Diary
contains over 100 pages of information. Price Gd. ; post free,
7rf., of Messrs. F. King and Co., 62, St. Martin's Laue, London,
W.C. See it for a list of English, French, and other Manu-
facturers of Automotors.
Notes on Motive Power generally and Electrical Batteries ure
set out in Tub Automotor and Horseless Vehicle Diary and
Pocket Book for 18!»7, which contains over 100 pages of infor-
mation. Price (id. ; post free, "id., of Messrs. F. King and Co.,
62, St. Martin's Lane, London, W.C.
The English and French equivalents of Weights, Measures,
and Distances are fully set out and explained in The Automotor
and Horseless Vehicle Diary and Pocket-Book for 1897,
which contains over KM) pages of information. Price G</. ; post
free, Id., of Messrs. F. King and Co., 02, St. Martin's Lane,
London, W.C
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244
THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[March, 1897.
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
Publishers— Messrs. F. Kino & Co. (Limited), 62, St. Martin's Lane, London, W.C.
^AMMMMMMMmA*h«*AA««M««**^^MA«*^^^^MMM***#*#««W
CONTENTS of No. 1.
WITH 4 ILLUSTRATIONS.
Horseless Carriage!.
Steam, Oil, and Electricity at Motive rowers.
Doings of Public Companies —
The London Elect! ij Omnibus Company (Limited).
The Dunlop Pneumatic Tyre Company (Limited).
The Biiii'h Motor-Carriage and Cycle Company
(Limi!ed).
The Great Horseless Carriage Company (Limited).
New and Mayne (I imi ed).
The Locomotives on Highways Act, 1896.
Correspondence.
Reviews of Books.
Types of Automotor Vehicles.
Pneumatic Tyres Fifty Years Ago.
Li?ht nailways.
The "Horneby-Akroyd" Patent Safety Oil Traction
Entitle.
Ourselves,
Sir David Salomons, Bart.
The Royal Agricultural Society's Automotor Com-
pel ii ion.
Motor-Car Contests in Ametlca.
Notes of the Month.
The Self-Propelled Traffic Association at Liverpool.
Bailway Companies and Level Crossings.
America Ahead of England in Road Tract ion.
Electric Omnibuses for I.ondon Streets.
Horseless Road Locomotion.
New Inventions —
Patent* Applied For.
Spec-Ideal ions Publiihcd.
Continental Notes— The Great Parld-Marscllles Contest.
Some of the Lessons of the Contest.
The Motor-Car ~Racc from Paris to Manrcs and Back.
The First Legal Bun of Automotor Cars in England.
Proposed Combination of Light Bailway and Electric
Tramway.
CONTENTS of No. 2.
WITH 34 ILLUSTRATIONS.
The New Motor-Car Regulations.
Agriculturists and the Speed of Automotors.
Types of Horseless Vehicles.
The London County Council and Motors.
Light Railways.
The Self-Propelled Traffic Association— Formation of
a Liverpool Branch.
Motor-Car reraw Light Bailway.
Motor-Car Insurance.
Bristol Engineers and Motor- Carrl iges.
Correspondence.
Reviews of Books.
Lutzmann Motor-Can lages.
Business Notes.
Prizes for Motor-Car Designs.
The Bollee Tricycle.
The New Regulations a* to Motor-Can iogca.
Liverpool to the Fore.
Wanted— A Word.
*' Engineering" and Automotors.
The Bi itannia Company's Electric System.
The Motor-Car In the Lord Mayor's Show.
London Tramways Purchase.
North Country Fanners and Motor-Cars.
Doings of Public Companies.
Notes of the Month.
Emancipation Day.
French Contests for 1897.
Answers to Correspondents.
Law Reports.
Messrs. New and Mayne (Limited).
Motor-Car Contests in America.
Quips and Cranks.
Trade Novelties.
The Bersey Carriage.
Mr. Andrew W. Barr.
New Inventions.
CONTENTS of No. 8.
WITH 24 ILLUSTRATIONS.
I Recent Developments In Mechanical Road Carrl •g'**.
Public Addresses on Automotor*.
I Motor Finance.
Continental Notes.
Notes of the Month.
Law Report*.
Business Notes.
Motor-Car Regulation* for Scotland.
Our Hors3 Population.
Answers to Correspondent*.
The British Motor Syndicate (Limited).
Automotor Contests in 1897.
•' Engineering " and Motor Carriages.
Wanted— a Word.
Pneumatic Tyres for Motor-Carriages.
A Motor-Carriage Wheel.
Taxes on Motor-Carriages.
Edinburgh Coachmakers and Motor-Cars.
Peugeot Phaeton.
Sir David Salomon* and the Self-Propelled Traffic
Association.
" The Engineer" 1,100 Guineas Road Carrisgo Com-
petition.
Diings of Public Companies.
New Companies Registered.
The Daimler Motor.
" Automotive " Vehicle*.
The Stanley and National Cycle Shows.
A Motor Bun to Liverpool.
Proposed Motor-Carriage and Tramway Combination.
Electric Tramways on Heavy (indicate.
An Electrical Street-CUaning Car.
Cycles and Motor-Cart in Paris.
The Duryea Motor— A £6,000 Challenge.
Reviews of Books.
Correspondence.
New Inventions.
CONTENTS of No. 4.
WITH 34 ILLUSTRATIONS.
The Kanc-Penntngton Motor.
The Meehaniial Propulsion of Tramway Cars.
Sir William Arrol's New Motor.
The Self-Propelled Traffic Association and Canals.
Mr. J. E. Tukc on Oil Motors.
A Coachbuilder on the Future of Automotors.
Tramway Motors for Light Railway.
Mr. E. Shrapnell Smith.
Motor WatcMJarts.
Tramcar Propelled by Hot Air.
Royalty and tho New Industry.
Notes of the Month.
The Scrpollet Steam System of Motors.
Coachmakers and Motor-Carriages.
Motor Vehicle* to Convey Produce in Queen's County.
Business Notes.
An lnterviow with Mr. McKlm.
Trade Novelties.
Bradford Technical College.
Answers to Correspondents.
What Will the New Year Teach Us ?
Road Traction In Populous Districts.
Penny Parcel Delivery by Motor Vehicle*.
Reviews of Books.
The " Facile " Petroleum Oil-Ent inc.
By Motor-Bus at Midnight.
Abel's Flash-Test Apparatus.
Continental Note*.
Solf-Propelled Traffic Association.
The Blot Accumulator.
Liverpool Police and Automotors.
Doings of Public Companies.
Correspondence.
New Inventions.
CONTENTS of No. S.
WITH 20 ILLUSTBATIONS.
Bensine Motor-Cycle.
Mechanical Traction of Boad Carriages.
An American View of the Future of Motor-Carriages.
Mr. Alexander Henderson.
Electric Tramway Communication.
Olympia Motor-Car Exhibition.
The Aberdeen Motor-Car Deputation.
The Stirling Motor-Carriage.
Notes of the Month.
Tho Hems Tubcles s Pneumatic Tyre.
A Gospel Motor-Car.
The Wolseley Auto-Carriage.
Cheap Electricity for Automotors.
Straker's Motors.
Continental Note*.
Answers to Correspondent).
The Shuffling Trickery of tho British Motor Syndicate.
Mechanical Haulage between Liverpool and Man-
chester.
Motor-Cars for Dust Collecting.
Doings of Public Companies.
Mechanical Haulage on Common Boads.
The American Motor League.
Law Report*.
Autocar Competition at the Brussels Exhl Aiim.
The Foucher-Delacbanal Motor-Can 1 'ge.
Correspondence.
New Inventions.
Ha hirdetok irjak k6runk a " The Automotor and Horse-
less "Vehicle Journal " gondolni.
The Automotor and Horseless Vehicle Journal Diary
contains over 100 pages of information. Price 6d. ; post free,
Id., of Messrs. F. King and Co., 62, St. Martin's Lane, London,
W.C. See it for Notes on Motive Power generally and Elec-
trical Batteries.
For the Regulations respecting Automotor- Carriages and
the Carriage of Petroleum, see The Automotor and Horseless
Vehicle Diary and Pocket-Book for 1897, which contains
over 100 pages of information. Price 6rf. ; post free, Id., of
Messrs. F. King and Co., 62, St. Martin's Lane, London, W.C.
! " Cuando escribe, refi6rese Al " The Automotor and
Horseless Vehicle Journal."
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Apbil, 1897.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. 245
RAPIDITY. EFFICIENCY. ECONOMY.
"The greatest Labour-saving Invention ever offered to the Trade."
They will set any Section of Hoop, or Patent Channel Iron, on any sort or
description of Wheel COLD, by Hydraulic pressure.
WEST'S PATENT TYRE SETTERS.
SAVE YOUR TIME. IMPROVE YOUR WHEELS.
Make a 'BETTER AND MORE LASTING job than any oilier known process AT LESS THAN ONE-THIRD THE COST.
These machines are now in use throughout—
ENGLAND, THE CONTINENT OF EUROPE, THE UNITED STATES OF AMERICA, SOUTH AFRICA,
AND THE AUSTRALIAN COLONIES.
Wherever they are used they give universal satisfaction.
FOR FULL PARTICULARS APPLY-
WEST'S PATENT POWER TYRE SETTER SYNDICATE,
23, College Hill, Cannon Street, EX., or The Works, 140, Thornton Road, Bradford.
The "ID L" Tyre.
PERFECTION RUBBER TYRE.
FOR LIGHT AND HEAVY VEHICLES.
[D NOT TO ROLL OUT.
This Over
is no experiment, 36,000 pairs in use
see opposite. in the United States.
We compress the rubber so that, if it is cut, it closes up and no material injury is inflicted, and consequently wears smooth.
An examination of the Principle of our Tyro convinces 70a of ita superiority over all othnrs.
■OLE MANUFACTURER! FOtt THE UNITED KINGDOM:
1 in v t nnuuni i v 65 * 67> wharfdale road,
Ji Ifi L 1 1 UUNNULLT, & ALBION WORKS, KING'S CROSS, LONDON, N.
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246
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Apbil, 1897.
THE LAMINA ACCUMULATOR
CIQARS.
OF ALL /
TOBACCONISTS.
Price 3d. eaon.
Pronounced by
Connoisseurs to be
better than Havannahs.
A
MEDIUk
MILD INDIAN
CIGAR. MADE IN
MADRAS. Of exquisitely
Choice flavour and delt its aioma.
' Bj far the largest Ml? of anv clear In the world.
jwardcdTwoO.olelM rials. Soldeveiywheielnthreealzeft.
No 1.22a.; No. 2.90a.; Bouquets. 21*. p« hundred.' arrtagepaiAj
samples 4 a 5.1s.<12 Stamps). FlordeLMiull^ulChiarettes^
" ill tobacco loaf, 8a pfi' I*1- twelve for K " -^
^BEWLAY & COMPANY (Limited).,
Iro torter*. '» anil 74. Strand. W.'J .
and IIS. Cheapslde. E.C. ■*
Eitabli-ihed In
the year.
1790.
CIQARS.
SOLD
EVERYWHERE.
Prloe Sd. eaon.
We are receiving most
gratifying letters from
Customers in praise of
these Cigars.
Sold in Two Sites— No. 1, 22a. ; No. 2 208. ; Bouquets (Small and Mild) 211. per lOO, Carriage Paid.
riOT ae DindlffUl Clffarettes, 8S. pc- lOO, Carriage Paid. Assortment of all the above in box complete, 2a. 6d., Post Free.
„, 49 ft 74, STRAND, W.C., ft 143, CHEAPS1DE, E.C. nM,1m$S:°rJZ'ini
CAflLSBB, CAPEL 4 LEONARD, of Hope CbemlotU Work*, audi Pharos Wocke, Haokney Wick, London, M.E., specially dtatU
Petrol, the Spirit beat adapted for Motors, Motor Carriages, Lsunobes, etc. eto.
Maximum of efficiency and perfect combustion ; therefore great economy, and no deposit in cylinders.
CARLESS, CAPEL & LEONARD have supplied ike above for the Daimler Motors fer aver five vain, lad k*M tit* kifticst testlatoalils.
SAMPLES AND TH1Y ALSO SUPPLY LUBBICATIHO OILS AVD ORIASIIL TELEGRAMS
PRIChS ON APPLICATION. "»aT^ TBtTal am *Vr^a> .apneas, *W" " CARLESS, HACKNEY WICK.
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THE AUTOMOTOR
^^TX3
HORSELESS YEHICLE JOURNAL
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
Circulates amongst Makers and Users of Autocars, Cycles, eU~; in tt^ l^nijed Kingdom, the Colonies
and the Continent. / '^ /V *''?*>-»
Vol I. No. 7.
"7
APRIL 14th, 1895^.^ .,
Price Sixpence.
CONTENTS.
A n Electric Hansom ...
Sydney Engineering and Electrical Exhibition
Design for an Electrical Omnibus
Motor Vehicles for Bonds
The Engineer Horseless Carriage Compel itlon „
Motes of the Month
Mr. Knight on Motor-Cara „
A 300-Mile Bun on a Peugeot Phaeton '..
Answers to Correspondents
Acetylene
Speed Indicator ...
1 aw Reports —
The Dublin Pneumatic Tyre Deal— Dunlop v. Maccabe -Judgment for t
Plalntl?
Cyeta Components as a Monopoly
The Mors Motor-Car „
Bu>fnees Notes ,
He Tlews of Books
The New-Mayne Electric Budder-Motor
A Preston Motor-Car Factory
Self-Propelled Truffle Assoc! ition
An Early Motor-Car
Mr. Bmford on Automotors
Ackermann's Steering Gear
Doings of Pub'ic Companies—
The British Motor Syndicate —Progress of the Action by Subscribers
Battings and St. Leonard's Cycle and Motor-Car Co
Continental Notes
Almonte
Correspondence
New Inventions
AN ELECTRIC HANSOM.
PAOI
247
248
, 249
, 250
, 262
, 202
. 267
, 267
. 268
. 269
. 270
270
27 i
272
273
273
274
275
276
276
277
278
279
280
282
283
28 1
285
During the past year, says the Scientific American, we have
leceived hundreds of letters either anxiously inquiring whether
the automobile vehicle was in reality a practical means of trans-
portation or where such vehicles could be purchased.
The number of American-built motor carriages which have
been offered for sale has been small, ami the few manufacturers
who have pretended to do any business have been somewhat
reluctant to put carriages upon the market. In this respect
they have been wise, and their action will only result in doing
good to the motor industry. In its present state of develop-
ment the horseless carriage can hardly be trusted in the hands
of those who have not some acquaintance with machinery or
those who may not be favourably disposed toward the new
vehicle. The three race& -ijijfcb have been held in America
have had the effect of awakening public interest in the subject.
If the manufacturers had greater capital at their command the
perfecting of their machines would have proceeded at a more
rapid rate, but the results would probably not Lave been more
satisfactory. We are glad to be able to chrouicle the fact that
for the first time iu America the horseless vehicle has now
entered into competition with the public cab in the city of New
York.
The Electric Carriage and Wagon Company, which has
offices at 66, Broadway, and a depOt where cabs may be hired
at 140, West Thirty-ninth Slreet, has now several electric
hansom cabs which can be hired at the legal rate of the public
cabs. In a short time 12 of these vehicles will be at the dis-
posal of the public and an electric brougham will probably be
added. It will be little wonder if the public dues not take
favourably to these handsome vehicles, which seem the perfec-
tion of the carriage-maker's art.
Unlike the ordinary hansom cab they are mounted on four
wheels. It will be seen. by our illustration that to au ordinary
cab body a battery box is attached, forming an extension in the
rear. Upon this is situated the seat for the driver. The
weight of the carriage is about 2,5001bs., the weight of the
batteries alone being from 800 to 90011m. The diameter of
the large wheels is 43 inches, while the diameter of the small
wheels is 32 inches. The wheels run on ball bearings, have
tangent wire spokes, steel rims, and thick pneumatic tyres.
Each of the front wheels is connected with a motor of the
Lundell type, of nominal li horse-power. Each motor is
inclosed in an iron case and drives each wheel independently.
The pinion from the armature shaft meshes with the internal
gears of the wheels The internal gears permit of turning
corners with ease. The storage batteries which are used are
supplied by the Electric Storage Battery Company, of Phila-
delphia, Pa. They are chloride accumulators of 70 ampere
hours capacity. It is arranged so that automatic connection is
made when the batteries are run into the battery container, by
means of contact plates, and fuses are provided as a safeguard.
The controller is situated at the left side of the driver's seat, so
that it is easily manipulated with the left hand. There are
three speeds forward and oue speed backward. The first notch
of the controller gives a sj>eed of five miles per hour ; the
second notch, eight to 10 miles; the third, 13 to lf> miles.
Fifteen miles may be regarded as about the maximum speed
which is desired or can be obtained with the hansoms. These
sjweds are obtained by various groupings of the batteries and
motors in series and parallel.
Directly in front of the driver is a lever which controls the
steering mechanism, which is extremely ingenious. The steer-
ing is accomplished by turning the rear wheels parallel with
s 2
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248
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[April, 1897.
each other from a point directly over the tread of the wheel.
The wheels are connected by rods to a vertical lever of a con-
venient height to be operated from the front seat of the
carriage. In reality the steering mechanism looks like an
enormous hollow hub which turns freely, horizontally, upon the
vertical rod which supports the body Of the carriage. The
steering mechanism enables the carriage to be turned completely
around in a very short space.
A powerful roller brake adds to the safety with which the
carriage can be driven, but one of the things that is remarked
by persons who ride for the first time in the horseless carriage
is the ease with which it may be stopped. In this respect it
compares very favourably with any horse vehicle. From the
driver's seat the doors of the cab are also opened and shut and
the electric light is turned on or off. An electric bell under the
footboard gives warning of the approach of the almo3t noiseless
vehicle, and when used with- discretion will add very much to
the safety of the carriage.
Each of the carriage
lamps has an incandes-
cent lamp, and there is
also an incandescent lamp
in the cab, so that the
passenger can sit and read
if he desires. A speaking
tube runs from the interior
of the cab to the driver's
seat, where the mouth-
piece is secured by a
holder, connection being
made with a flexible tube.
The attention of the driver
of the carriage is attracted
by a whistle which is
actuated by a rubber bulb
in the inside of the cab.
This bulb forms the
mouthpiece of the speak-
ing tube, a plug being
removed when conversa-
tion is to be held with the
driver.
The motion of the cab
is pleasant in the extreme.
There is no vibration such
ns is often found in car-
riages driven by one of
the petroleum products.
The ease with which the
electric carriage can be
started and stopped, the
absence of vibration and
disagreeable odours, are points in its favour. The batteries
afford power sufficient to propel the carriage from 18 to 25 miles
on the level, depending upon the state of the road. With a
private plant the batteries may be charged at an expense of
from 10 to 12 cents. The cost is increased where the electricity
must be purchased. It is estimated that the carriage can be
run at an expense of about a cent per mile. Riding in a
hansom cab of this kind is pleasurable in Ihe extreme. There
is nothing whatever to interrupt the view of the passenger.
The carriage proper was bnilt by the Charles Caffery Com-
pany, of Camden, N.J., and the motors were built by the
Interior Conduit and Insulation Company, New York City.
The carriage was invented by Messrs. Morris and Salom, of
Philadelphia, Pa.
SYDNEY ENGINEERING AND ELEC-
TRICAL EXHIBITION.
An Elbctric H>nsom.
Thk Automotor and Hor.ski.ess Vehicle Journal Diary
contains over 100 pages of information. Price 6rf. ; post free,
'id., of Messrs. F. King and Co., 62, St. Martin's Lane, London,
W.C. See it for the Regulations respecting Automotoi -Car-
riages and the Carriage of Petroleum.
The exhibitions held in 1883 aud 1886 having proved so
successful in affording exceptional opportunities for useful and
instructive recreation, the Engineering Association of New
South Wales, in conjunction with the Electrical Association of
New Wales, have decided to hold a similar exhibition during
the months of June, July, and August, 1897, and cordially
invite the co-operation of manufacturers, engineers, electricians,
mechanics, and others interested, in order that it may be carried
out with success. In view of the great success attained by the
previous exhibitions, and the vast strides that have been made
during the past few years in engineering, and more particularly
electrical science, it is anticipated, says The Engineer, that the
■* proposed exhibition will
considerably surpass the
previous ones, and prove
worthy of the engineering
enterprise of the colony.
By the courtesy of his
worship the Mayor of
Sydney aud the City
Council, the use of the ex-
hibition building, Prince
Alfred Park, has been
granted free of charge for
a period of three months.
It is proposed to open the
exhibition on June 26th,
and for it to remain open
during the months of
July and August. The
exhibition is intended to
embrace engineering in
all its branches, and the
exhibits will consist of
raw materials, manufac-
tured articles, machinery
and models (in motion
and otherwise), drawings
and photographs of all
kinds relating to scien-
tific, mechanical, and
educational works, iu
classified sections. No
charge will be made for
space allotted, but the
executive committee re-
serves the right to limit
the space of each exhibitor. The object of the exhibition being
solely for the advancement of engineering science, and the promo-
tion of a general and practical education therein, it will be non-
competitive, but prizes and certificates of merit will be awarded to
apprentices and students. Among the various groups we notice
— Group IV — prime movers, comprising steam engines, gas,
electric, hydraulic, hoi air ; water-wheels, turbines, wind-mills,
steam generators, accessories of engines or boilers, &c. ; and
Group VI comprises railway, tramway, and vehicular appliances,
and embraces rails, switches, signalling apparatus, locomotives,
good-) wagons, carriages, &c, tramway cars, rails, permanent
way brakes, couplings, ticket-checking apparatus, bicycles,
tricycles, and auto- cars. Further information may be obtained
from Mr. Edward Noyes, 34, Gracechurch Street, London, E.C.
A Motor-Car and Motor Cycling Engineering and Machinery
Exhibition is announced to take place at the Royal Agricultural
Hall, Islington, from Monday, August 23rd, to Saturday,
September 4th, of this year, undsr the auspices of Messrs.
Cordingley and Co., from whom full particulars can be obtained
at 39 and 40, Shoe Lane, London, E,C.
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April, 1897] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. 249
DESIGN FOR AN ELECTRICAL OMNIBUS.
(Illustration* Copyright.)
By the Hon. A. McQarel-Hooo aud Mr. J. T. Murray.
This design was submitted in a recent competition for an
electrical omnibus of artistic design.
The conditions required that the vehicle should appear com-
plete in itself, without any suggestion of horse traction, and be
thoroughly expreabive of its self-contained power of locomotion.
How well these terms have been complied with is at once
apparent on reference to the design, which also shows that the
structure does not present any special difficulties over the
ordinary construction of a modern omnibus, the points specially
aimed at being adaptability to the purpose required and general
attractiveness.
Several entirely original features are embodied, such as the
destination indicator in the front, in the bus illustrated the
" Elephant and Castle," and the road indicator at the back,
and by including the driver's car in the main design space is
gained for luggage above, while by combining the front and
rear platforms with the main passenger portion the whole
structure is given the appearance of a self-contained car inds-
pendent of animal traction.
Structurally the car is held together longitudinally by a lower
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[April, 1897.
and upper frame, the lower one being immediately above the
under carriage, and the upper one constituting the roof. These
frames are connected together by slightly curved poste, five
along the main structure, and one on the driver's platform, an
intermediate upright subdividing the central subdivision on
either side. The frames and posts are of hard wood, braced
and strengthened where required by iron straps. The lower
sides of the car may be of thin wood or canvas, the floor and
roof being of 4^-inch ploughed and tongued boarding. The
outer roof covering is of canvas stretched on steel ribs, sup-
ported at intervals by adjustable strut". The car is ventilated
throughout by ordinary hit-and-miss ventilators arranged
MOTOR VEHICLES FOR ROADS.*
STMHR I ANCSGL. HOLBOKM
behind the frieze, and lighting is effected by means of two
circular roof lamps, one <>n either side, a large circular lamp
being provided iu the front above the driver, and a smaller
one at the end of the car above the conductor. The destination
and road indicators are placed as shown in the drawings, and
we understand that the latter device forms the subject matter
of a patent by the designers.
While due provision has been made for ample strength in
every detail, the design is light and neat in appearance, and its
authors are to be congratulated upon having so successfully
complied with the requirements of the competition.
Bei Bezugnahme auf Inserate in diesem Blatte, bitte den
Namen " The Automotor and Horsei ess Vehicle Journal"
anzugebeu.
Bv W. Worby Bbacmont, M. Inst. C.E., M. Inst Mech. E.
So much has been said and written concerning mechanical road-
vehicles^ their motors and gear, that I cannot avoid some
repetition in dealing with the subject again, especially as there
is not yet much to be said concerning the recent and pending
advances. It is unnecessary now to occupy space on the history
generally, and I will only refer to those vehicles which, though
made 60 years ago, are of interest now as still affording some
indications of what may be usefully done to-day. At the time
(1831) when the Select Committee of the House of Commons was
appointed to inquire into and report upon the tolls and prospects
of land carriage by means of wheeled vehicles propelled by steam
and gas upon common roads, there were numerous coaches and
other steam vehicles which bad achieved a considerable degree
of practical success, and would have been of great commercial
value had not powerful influences been brought to bear against
their adoption, or acted so as to render their use less necessary.
Between the years 1824 and 1831 so much had been done to
prove the possible value to the community at large of steam
vehicles on common roads, that not only was the powerful
organised opposition of various interests and of the ignorant
classes directed against the steam carriage, but the rapidly-
growing importance of the railroads caused every other method
of mechanical transit to sink into comparative insignificance.
The opposition which was successful as against mechanical
vehicles running on the common high roads, public property,
was impotent as against the locomotive running on rails and on
land the property of the railway company. The one could be
subject to the vexatious interference of everybody, and to
extortionate demands for tolls, while the other was protected by
being on its own ground ; hence the arguments levelled against
the road carriage as to the ill effects which would result from
the displacement of a large part of the 2,000,000 of horses then
in use for transport uses, were powerless against the railway
locomotive running under statutory powers. The steam coach,
therefore, which had reached a high state of development
between the years 1825 and 1832, came at an unfortunate time,
and died of inanition. By the year 1830, however, England
had acquired the right for ever to the credit of originating the
greatest blessing man ever conferred on roan, namely, the
means of locomotion on high roads and railroads by mechanical
power.
We may glance at the results of the work of Gurney, Hancock,
Dance, Summers, Ogle, Church, and others, with a view to
extracting therefrom some useful hints after the lapse of
65 years.
(ioldsworthy, Gurney, and Walter Hancock were, amongst
those who achieved success, perhaps the best known, but
Maceroni and Squire, Summers and Ogle, and Hill, must also
receive credit for very successful construction and working,
while Sir Charles Dance, Church, and others should not be
forgotten. When we remember the difficulties as to materials
and as to machine tools, and as to the complete absence of pre-
cedent under which those men worked, our admiration of the
great things they did is much increased.
Hancock made a number of coaches, including the " Autopsy,"
the " Enterprise," the " Era," and others, all of which were
fitted with powerful engines and a remarkable high type of
boiler, working at a very .high pressure, and containing points
of great interest to us at this day. It is, moreover, quite
probable that his method of constructing wood wheels will yet
be found worthy of imitation. The " Automaton," for instance
• Two pipers, one read on tlic 27th ultimo, before the Manchester Association
of Engineers, and one on the -9th ultimo, before the Cleveland Jntlltute of
Engineers, the two papers being here combined.
t ■■>>■ Tue Aotohotor and Homeless Vebicle Jou»n»l, Pcccmber, 1896, and
February, 1897, Cantor Lectures, Sorntj/ of Arts Journal, 2nd, 9th, and
ICth December. 1MI5, and 27th November, 1896. Also Lectures to Liverpool
Chamber of Commerce, 9th September, 1896, to Self-Propelled Traffic Asfociatiun,
19th lanuary, 1897.
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THE AUTOMOTOR ANb HORSELESS VEHICLE JOURNAL.
25 1
(Fig. 1), was constructed to carry 10 or 11 passengers and con-
ductor and driver on seats in the front part of the vehicle in
char-a-banc fashion ; the rear part of the vehicle carried the
engine and boiler, and contained between them a place for some
inside seat?. The engine was vertical, placed nearly midway
in the length of the vehicle, and it had two cylinders of 9 inches
diameter and 12-inch stroke, and with a crank shaft which was
which would be adopted to-day if gearing of any kind, or a
chain such as Hancock used, were employed.
The boiler which Hancock invented, and with which he was
I very successful (Fig. 2), provided steam for his engines ordinarily
at a pressure of from 60 lbs. to 100 lbs. ou the square inch,
with an ordinary safety valve load of 70 lbs., but he had used
pressures as high as 400 lbs. The boiler consisted of lo
Fig. 1.- Hancock's Steam Carriage " Automaton " (1827).
Fio. 2.— Hancock's Boiler (Group Fig. 2).
geared to the driving axle by means of a stout common chain,
running on grooved and pocketed chain wheels 10 inches in
diameter. The coach in working orJer weighed about 3$ tons,
and the driving-wheels were 4 feet diameter. Running at
10 miles an hour the engines would thus make only about
70 revolutions a minute, and hence the necessity for the large
dimensions of the engines as compared with the dimensions
chambers, each about 30 inches by about 20 inches and 2 inches
in thickness, made of charcoal plate J -inch thick. The sides
of these chambers were embossed all over, so that when the
chambers were assembled the booses met and acted in the place
of stavs to prevent the distortion of the chambers under
pressure, and at the same time leaving ample space for the
passage of the products of combustion between them. The
s 4
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heating surface in one of these boilers was about 100 square
feet and the grate surface 6 square feet. That is about 3 square
feet of heating surface, and 0'3 square feet of grate surface per
horse-power, taking an average pressure of 35 lbs. per square
inch in the cylinder. The chambers were riveted together at
the vertical edges and the top, each chamber being formed of a
single plate bent up in the middle, the bend forming the bottom
edge without a seam. Towards the top and bottom of each
chamber holes about 3 inches in diameter were made in the
Fio. 3. — Uurney's Steam Carriage (1825-8).
chamber aides, and guniuetal rings acting as distant pieces were
plaoed within the chambers at the bottom, and narrower rings
within aud between the chambers at the top. Through all these
rings aud through strong side plates, and small end chambers
carrying the safety-valves aud for the attachment of fittings,
were passed strong bolts, by which the whole structure was
firmly held together, the collars forming chambers, the lower
one for the receipt of the feed-water, and the upper one acting as a
steam chamber ; the boiler so constituted was kept from half to
two-thirds full of water, and only on oue occasion did the boiler
ever show any weakness, and even then, although one of the
plates split, nothing more happened than the mere stoppage of
the engines. Besides the two bolts mentioned for holding the
Fio. 4. — Grurney's Boiler.
boiler together, two others passing through the ends of strong
bars at the centre of the end plates were used. One of the
coaches in which this boiler was used, used to run an 8-mile
stage, and from 7 cwt. to 8 cwt. of water, or, say 115 lbs. per
mile, wero used ; at the same time about 2 bushels, or 80 lbs.
of coke, were used, hence making an allowance for the full fire
at starting the boiler evaporated at least 10 lbs. of water per
pound of coke burning, say, a total of ll£ lbs. per mile. I
think, therefore, I am justified in again referring to Hancock's
boiler as one which is not without suggestive value.*
* For furtlKT particulars as to Hancock's boiler, wheels, and coaches.
Author's Cantor Lectures, SocUtg of Arti Journal, 1806.
Gurney's coaches and tractors have been referred to' on mauy
occasions, but I would draw particular attention to Gurney's
boiler and to some figures concerning it, to which attention has
not been drawn. The coach (Fig. 3), unlike Hancock's, was
driven by a pair of horizontal engines, and the road wheels were
5 feet in diameter ; the driving axle was the crank shaft of
the engines ; the crank shafts in the* different coaches were the
cause of considerable trouble, trouble which was avoided by
Hancock by using a straight axle and a driving chain. So many
of Gurney's coaches were made and used by himself,
Sir Charles Dance, and others on different roads,
that a short description of the arrangement of the
machinery may be given.
The engines were of what was then known as
12 nominal steam horse-power, with cylinders
0 inches diameter, 18-inch stroke, and about j inch
iu thickness ; they were at first made of gunmetal,
but cast iron was found to be best ; cut-off took
place at about half stroke ; being direct coupled
the engines were, of course, slow-speed engines ;
forced blast was used as it was by Hancock, Hill,
and others, but Gurney's fan was on a vertical
spindle driven by the little vertical crank shaft of
a little engine on the fore carriage, which also
worked two feed-pumps ; the exhaust steam from
the engines passed into and from a tray-formed
tank under the coach by rueaDS of which the water
was heated on its way to the boiler, the feed-pij>e
being taken into the uptake space and heated on
its way to the delivery into one of the steam
receivers of the boiler. The exhaust steam finally passed
into the uptake and escaped highly superheated into the
atmosphere through one of four chimneys. The boiler shown
in Fig. 3 is of the kind which Gurney made when he fitted
them with vertical separators, two of which were used as
steam chests iu which the water from the steam was deposited
and found its way back to the lower water trunk of the boiler ;
steam was taken from the top of these receivers by a pipe which
passed along under the coach body to a point below the driver's
seat, whereat, was situated a regulating cock and lever. Subse-
quently Gurney gave up the use of these vertical receivers and
used an upper horizontal receiver (Fig. 4*). This boiler 'was
Fio. 5.— Dance's Boiler (1831).
remarkably successful, but I have not been able to find the
amount of heating surface it contained ; at first a great deal of
trouble was experienced by the splitting of the tubes, but after-
wards tubes with lap welds were obtained and little further
trouble was met with. The boilers were tested to 800 lbs., and
worked at from 70 lbs. to 120 lbs. With 70 lbs. Gurney esti-
mated that he got 20 lbs. per square inch in the cylinders,
presumably meaning an average pressure with cut-off at half -
stroke. Various sixes of tubes were tried, and tubes 1 inch
internal diameter were preferred. With a coach weighing
* Cantor Lectures.
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about 3J tons ready for the road, about 10 gallons of water
•were used per mile and about 20 lbs. of coke, a consumption
which, though only approximate, seems very high, for it gives
an evaporation of only about 5 lbs. per lb. of fuel ; and the
water consumption, as far as can be gathered from Gurney's
statements before the Select Committee in 1831, would seem
to have reached as much as from five to seven gallons per
horse-power hour, or from 60 to 70 lbs. This is assuming
the horse-power to be 20, but if we take only the average
pressure of 20 lbs. in the c> linders, and the speed of slightly
over 11 miles per hour, giving 60 revolutions of the crank per
minute, the estimated indicated horse-power would be only 14
Fig. 6. — Summers and Ogle's
Boiler.
Fig. 7.
-Maceroni and Squire's
Boiler.
Fig. 8. — Macaroni and Squire's Coach.
he concluded by experience that a piston-speed of 220 feet per
minute was as high as it was desirable to use, and this affords a
further check on what wa* the maximum horse-power of his
engines. With regard to the weight of his coaches and
tractors, he used to reckon each 10 cwt. of vehicle and its
machinery as equivalent to one horse of the four horses usually
used on an 18-passenger coach. It is noteworthy that in his
experience, as well as in that of Hancock, one driving wheel
was found sufficient for all ordinary running. One of Gurney's
tractor vehicles was sent down to Cyfarthfa, where Mr. W.
Crawshiy fitted it with cast-iron flanged wheels early iu 1830,
and ran it on a piece of railroad three miles iu length, when it
hauled 16J times its own weight. Dance's boiler (Fig. 5) was
Gurney's estimate of 20 lbs. is, however, probably far below
the mark, for even assuming that the 70 lbs. steam fell 20 lbs.,
on the square inch on its way to the steam chest, the average
pressure throughout the stroke was probably much nearer
40 lbs. than 20 lbs. In auy case, however, it would appear
that Gurney's tubular boiler was not as efficient as Hancock's
thin, flat chamber boiler, and this is borne out by the fact that
Sir Charles Dance, who had several of Gurney's coaches, found
it desirable to improve the boiler, and he invented and patented
certain modifications which he embodied in the boi'er known
under his name (Fig. 5). Gurney had abou'. five years' ex-
perience of the running of his coaches and tractor vehicles, and
an interesting form of tubular boiler in which the fire was com-
pletely surrounded except at |»art of the ends by tubes which
formed grate bare, water-heating tubes, and steam tubes, but
we do not find much evidence as to the performance of this
boiler, for it was only finished a few months or a year before
the coaches ceased running.
Another boiler of considerable interst is that of Maceroni and
Squire, which was a tubular boiler and a modification of Summers
and Ogle's combined water and smoke-tube boiler. These are
shown by Figs. 6 and 7. Maceroni and Squire ran their coach
about 1,700 miles almost without repair, and the cost of coke
was only from 3d. to 4d. per mile, which, as was the case with
Gurney and Hancock, was only a fraction of the cost of the food
of the four horses otherwise used, including the s|>are horses
Fig. 9.— 11 ill's Coach.
which were necessary. The engine used was a double- cylinder
horizontal, mounted on (he ]>erch j>ole, and with cylinders
a inches diameter and 15J inches. stroke. Fig. 8 shows
aceroni and Squire's coach. Summers and Ogle's craeh weighed
three tons in running order. The boiler shown by Fig. 7 had
250 square feet of heating surface, and about 6 feet of grate
surface ; it weighed about 8 cwt.. and consisted of vertical
water-tubes, through which the smoke-tubes passed, these tubes
being fitted and fixed in horizontal top and bottom cross-tubes
of rectangular external section and circular internal section,
and apparently ma<'e of cast iron.
The boiler was 3 feet 8 ii ches in height by 3 feet by 2 feet
4 inches, and was worked at a pressure of 250 lbs. It supplied
Fio. 10. — James's Carriage.
a double-cylinder engine, the c\ linders being 74 inches diameter
and 18 inches stroke, coupled direct to a crank driving axle, the
driving wheels being 5 feet in diameter. The engine was stated
before the Select Committee to be of 20 horse-power, and this,
with the statement as to fuel and water used, gives an evapora-
tion of 7 lbs. of water per lb. of coke, and about 5(5 lbs. of
steam |>er horse-power per hour, running the coach at an average
speed of ten miles, with from a ton to a ton and a half of
passengers.
Hill's coach (Fig. !)) differed considerably in general design
from those previously mentioned, the under frame being more
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
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like that adopted in railway work, including the springs and
horn-plates used for the main bearings or the crank-shaft,
which was worked by a double-cylinder vertical engine; both
wheels were drivers, and the crank-shaft was apparently in two
parts, connected by what is now known as a compensating
motion, this being the first instance of its use. The boiler, as
Figs. 11 and 12. — Church's Boilers.
seen, ,was a vertical boiler, which was adopted by Hill after
previous experience with his partner, Burstall, who in 1824
designed and patented an arrangement of steam coach in which
an instantaneous steam generation boiler was employed, and in
which all four of the wheels were driven.
An arrangement of coach with two double-cylinder engines
actuating independent crank shafts, one to each driver, and
Fio. 13. — Church's Steam Carriage.
a well thought out arrangement of spring suspension was
patented by W. H. James (Fig. 10) in 1824, this being the
first suggestion of the use of independent engines for each
driving wheel, making compensating gear unnecessary.
I will only refer to one more illustration of the ingenuity and
practical character of the designs of many of the inventors of
(50 years ago, namely, the water and smoke tube boilers of
Church (Figs. 11 and 12). One of these (Fig. 11) is, it will be
seen, a combination of vertical boiler with smoke tubes and
horizontal shell boiler with completely water-cased firebox, and
with a water bridge or a row of vertical stop-ended tubes
forming a bridge. The air for combustion was supplied by a
fan below the large grate. Fig. 12 shows the arrangement of
the same boiler converted into a water-tube boiler. Dr. Church's
coach, or one of his designs, is shown by Fig. 13. These are
only a few examples of the designs of coaches, boilers, and
motors made, and many of them used at a time when the
country was not ready for them, and it will have been seen that
in many points the boilers and other details were forerunners,
very closely followed by things of very recent date. Reference
may be made to the high steam pressures used by some of these
men, and it is much to be regretted that the courage and ability
with which these high pressures were provided for and used were
discredited by the adverse opinions of some of those who were
supposed to be more scientifically informed than those who
used them.
On many questions connected with steam engineering matters,
no circumstance has done more to prevent the attainment of
highly desirable achievements and knowledge than the posses-
sion of knowledge by contemporary educated men. With
regard to high pressures, and the immense value thermo-
dynamically, this has been particularly the case down to within
very recent times.
The records of the doings of the men of 65 years ago are in
many respects imperfect, but enough remains in the chronicle of
their times to constitute monuments to their ingenuity, and to
make the Patent Office publications extremely interesting
with respect to mechanical invention and development. The
periodical literature may also be consulted with much profit as
to the bearings of invention and design of many things of recent
date.
The great movement which these men had originated having,
for many reasons beyond their power, proved commercially
unsuccessful steam traction on common roads ceased to occupy
anyone seriously. From time to time after about 1835, attempts
were made to produce a steam vehicle of one kind or another,
but a very few years was sufficient to cause men to forget or to
ignore the teaching of the work of Hancock, Qurney, and others.
With a few exceptions, from 1840 to 1895 the steam road- vehicles
which occasionally appeared were of the heavier kinds, more of
the nature of a self-moving engine or of traction-engines ; steam
cart-horses in fact, when compared with the steam carriages of
1832. Latterly, the English laws,
passed chiefly in the interests,
contradictory as it may seem,
of slow speed traction-engine
makers, and of the public opposed
to anything mechanical on the
roads, were absolutely prohibitive
of development in any direction,
and • they have enabled our
foreign competitors to enter upon
and make considerable strides
towards the occupation of an
industrial field which, by virtue
of British ingenuity, should have
been an important one in the
United Kingdom.
The interregnum was relieved
from complete stagnation by road
steamers, such as those made by
Ricketts, of Stafford (Fig. 14) for
the Earl of Caithness and for
the Marquis of Stafford, road
steamers which weighed about 30 cwt., and only carried three
or four persons, in very considerable discomfort, and a
stoker. The steamer made for the Marquis of Stafford in
1858 had a locomotive form of boiler supplying steam to a
horizontal engine, on one end of the crank-shaft of which was
a pitch chain pinion, by means of which, at a ratio of 1 to 2$
the 3 feet driving-wheels were driven. The road steamer made
by Ricketts for the Earl of Caithness was very similar to that of
the Marquis of Stafford, but the engine drove the main axle by
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gearing instead of by chain, and it weighed 50 cwt. A road
steamer was made in 1861 by Messrs. Carrett and Marshall,
and like those of Rickett ran on three wheels ; it carried seven
or eight passengers and a stoker, but as it weighed over six tons
it is not of very great interest now, although it, knowu as the
" Fly-by-Night," acquired a very high degree of notoriety.
In 1845 R. W. Thompson invented and patented (No. 10,990)
the pneumatic tyre for wheels, and he called them his aerial
wheels. His pneumatic tyre consisted of an outer cover which
he made of leather, and of an inner tube which he made of
iudiarubber and canvas. His outer cover was held, on by bolts
passing through the leather and the felloes and tyres of the
wheels, but of course he was not confined to that method of
holding, and I believe he attached the leather cover by other
modes than those shown in his patent specification. Thompson
experimented with these tyres, but being born long before the
days of cycles his experiments were made with tyres of very large
size, and on very heavy wheels. A trial on a brougham snowed
that they might be run 1,200 miles without much or very serious
-wear. Experiments were also made to ascertain the difference
of the draught of a vehicle with aerial wheels and those with
ordinary tyres. The result was a saving of over 60 per cent.,
it was stated, on ordinary roads, and a gain of 800 per cent, on
newly-metalled roads. Experience, however, did not encourage
Thompson, and many years later he departed from his promis-
ing aerial tyre, and was the cause of the infusion of new life
into road steamer construction through the introduction, in
1871, of solid indiarubber tyres. The road steamers were,
Fio. 14.— The Marquis of Stafford's Steam Carriage (1858, Rickett).
however, of the heavy kind, that is to say they were vehicles
carrying a heavy vertical shell boiler of the Field type, with
small heating surface, and, therefore, small horse-power per unit
of weight. One of these road steamers is shown by Fig. 15.
Others were made with the horizontal or ordiuary locomotive
type of boiler, but the cost of the tyres, which were put loose
upon the wheels, was so great, and the wear and tear so heavy,
even when shod with a fonn of linked iron tyre, that the system
was ultimately abandoned ; a set of three tyres for the Ravee
costing £241, the tyres being 5 inches in thickness and 10
inches in width. Mr. R. E. Crompton attached these encircling
linked tyres in various ways by wires, one of them resembling
that of the wire used for holding pueumatic tyre covers.
Somewhat similar tyres are, however, now used, but the
interior part is made of harder rubber, and this is vulcanised
on to the rim of the wheel. In this way Messrs. Burrell have
overcome the difficulty which attended the rolling out and
breakage of these massive solid rubber rings. About the same
time, and a little later, numerous forms of spring wheels with
steel and with rubber springs and buffers were invented and
tried, but none of them have withstood the test of prolonged
experience.
As we now know, the pneumatic tyre provides, above all
others yet known, the most perfect form of spring wheel ; for
there is in it the minimum quantity of imperfectly elastic
material, namely, iudiarubber, with a maximum quantity of a
perfectly elastic material, i.e., air ; while the rubber is so used
that the amount of working it receives, tending, as in a rubber-
kneading machine, to convert it into a soft, gluey material, is
comparatively small. There is, however, a point beyond which
it is not at present advisable to load pneumatic tyres, aud a
problem of some interest on this subject remains to be solved;
Up to a given and somewhat limited load, the necessary thick-
ness and weight of the rubber-canvas envelope of the circular
air spring column does not injuriously interfere with the elastic
action of the air spring, or with the functions of the rubber
envelope as an equalising pad neutralising or equalising the
inequalities of a stony, pebbly road. Beyond that limit, how-
ever, the strength and thickness of the envelope begins to
approach the dimensions of a mere rubber cushion and canvas
tyre, and although increase in the diameter of the tyre increases,
in the ratio of the square of the diameter, the quantity of the
perfectly elastic material, the strength of the envelope must be
increased in direct proportion to the increase in diameter.
Thus, with large diameters for large weights, the pneumatic
tyre, as at present made, becomes a heavy aud costly tyre as
compared with that for light loads.
Numerous road steamers about this time, and down to 1876,
were made by Mr. A. F. Yarrow, the well-known torpedo-boat
builder, Mr. H. P. Holt, Messrs. Tangye Bros., Mr. A.
Paterson, Mr. H. A. Mackenzie, Loft us Perkins, J. G-. Ioshaw,
Fio. 15.— Thomson's Road Steamer "Ravee" (1871).
J. W. Bolton, Leonard Todd, and others, for particulars of
which I must refer to my Cantor Lectures, already mentioned.
In all these, with the exception of Perkins, who used a Perkins'
tubular boiler and a pressure of 450 lbs., the boiler was of the
heavy, large water space kind. One of the most original of
these was that of Mr. Holt made in 1866-7* in which the two
driving wheels were independently driven by two little double-
cylinder engines, the crank-shafts of which were connected by
pitch chain to the driving wheels, the engines running inde-
pendently, as was partly suggested 42 years previously by
James. Mr. Holt used a higher type of boiler than the other
designers I have mentioned. It was a fire-engine boiler with
Field tubes, and there were several points of mechanical interest
in his carriage ; the exhaust from the engines passed iuto a
cast-iron box, which formed a baffle-plate at the bottom of the
uptake. From this, highly superheated, it issued almost noise-
lessly, and generally invisibly, from five jets. A similar device
fortius purpose was used by Mr. Mackenzie in hissteam brougham.
The Perkins road steamer was a one-wheel steam-horse or tractor,
the one wheel being fitted with a Thompson rubber tyre and
steel chaiu-link tyre outside it. The boiler was carried imme-
diately over the driving wheel, which was 25 inches in diameter,
and 12 inches wide, and it only occupied a space of 26 inches in
height, 15| inches wide, aud 20| inches long ; on one side of the
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boiler, was carried a water tank, and on the other, a little high-
speed , engine connected by bevelled gearing to the road wheel.
The average steam pressure used in the engine was 250 lbs.
during experiments which Perkins made with a light, van, which
with load weighed 57 c*t. The steam from the engine was
passed by a pipe. to a condenser with a water lank under the
vehicle it hauled, the speed was only three miles an hour, but
the system was, of course, applicable to larger powers and higher
speeds ; the weight of the steam-horse was 32 cwt, so that it
only hauled about double its own weight, but if arranged to
receive more of the weight of the vehicle hauled, and if carried
on two wheels instead of one, this proportion might be consider-
ably improved.
During the period which I have just been dealing with, the
traction-engine and the self-moving and agricultural-engine and
road locomotive made great strides in the hands of Messrs.
Garrett, Aveling, Burrell and Sons, Fowlers, U. and H.
McLaren, Ransoiues, and others, and there can be no doubt
that with the traction-engine and road-locomotive builders rests
a good deal of the future of the steam road vehicle for the
heavier work. They have, during many years, acquired
immensely valuable stores of practical information concerning
the design, form, and behaviour of materials as used in road-
engines for all kinds of heavy work, and, however much we may
in future change the character and reduce the weight of the
boilers used, and however much we may iucrease pressures and
engine speeds and decrease engine dimensions, this information,
with ability to apply it, will be required. Whatever the other
changes made in future may be, the actual net power required
to move a ton of vehicle and load will remain the same. There
is no doubt, however, that the difference betweeu the work done
by th« engine and that given off at the periphery of the road
wheels will be tremendously lessened, in other words, the
efficiency of the transmission betweeu crank shaft and road
wheel will have to be enormously increased. The masses of
heavy cog-wheels and heavy shafts and large bearings, the one
high qualification of which is that they cannot be broken, will
have to give place to gearing of much higher efficiency. In
some cases ehain gear will be in many respects preferable to
any other, and in a few cases engines directly coupled to the
main shaft will be used. On the other hand, for that road
traffic which requires the employment of trains of loaded
vehicles only comparatively small modifications or departures
from existing road locomotive practice, or from the double chain
traction-engine made by Burrell's nearly 30 rears ago, will be re-
quired. Considering the requirements of high-class traffic on the
roads in days to come, and i he facilities which the Light Railways
Act should afford for that class of heavy traffic which requires
trains to carry it, it is questionable whether it will be ]>olicy to
allow the ordinary roads to be permanently used for it. It is
unnecessary here to describe the main features of these traction-
engines or their bearing on future motor vehicles, but the value
of the experience acquired by their use must not on the one
hand be neglected, and ou the other must not be allowed to
misguide us with regard to what is really necessary as to weight
and strength for things which are not heavy traction-engines,
with heavy boilers and heavy gear, and the roughest of usage.
Turning now from this digression to the new-born interest of
the pa-tt three ytars in motor vehicles, an interest which has
been the means of freeing British engineers from legal restric-
tions which made any development impossible in this country,
we come to the era of the light high-speed motors and of vehicles
propelled by a motor, which is one of very recent times, i.e , the
oil and mineral-spirit motor. Untrammelled by oppressive
enactments, our neighbours across the channel have been free to
take advantage not only of the development of this motor, but
also to experiment with the steim engine for passenger carriage
purposes. It remains yet to be seen to what extent this new
era motor can be successfully applied to the heavier classes of
vehicles, but there can be no doubt of its practical sufficiency for
vehicles of the lighter kinds.
Each year since and including 1894 our French neighbours
have organised races of mechanical road vehicles propelled by
steam, mineral spirit, and electricity, and encouragement was
■ given to makers by the proprietors of the Petit Journal, who
i ^offered prizes of considerable value for the best and fastest
motor vetiicles of numerous kinds, including motor-cycles. Races
were run in 1894, 1895, and 1896, the race of September last
being from Paris to Marseilles and back, a total distance of
1,070 miles. The main features of this race, and the extremely
adverse conditions under which a greater part of it was run,
are generally very well known, and the fact that 13 vehicles
accomplished this race of 1,070 miles, the best of them at an
i average speed for the whole distance of 16 miles per hour, shows
that, notwithstanding the slight repairs which were necessary
in some cases, these vehicles have reached a considerable state
of efficiency. In this race none of .the steam carriages were
amongst those which were successful, although in 1894 and
1895 the De Dion and Bouton and the Serpollet carriages were
amongst the winners.
Again, in a race last January between Marseilles and Monte
Carlo, a distance of 144 miles, the race was won by two of
De Dion and Bouton's tractor vehicles, hauling landaus or
wagonettes. The road is very hilly, but an average speed of
18-7 miles an hour was maintained during the whole run, which
was performed in three sections. There were 37 starters,
including nine motor-cycles. Most of the motor-carriages were
constructed by MM. Panhard and Levassor, and by MM.
Peugeot Frdres, and were propelled by mineral-spirit motors.
Only half the starters went through the race, the circumstances
of which were not favourable to the comparatively small power
of the petroleum-spirit motors, although several of these were
fitted with more powerful motors — namely, 6 to 7 horse-power
— than the makers usually employ. The steam tractors were
heavy vehicles, and succeeded because they did not meet with
any of the mishaps which had troubled them in 1895 and 1896.
Their victory, however, does not necessarily ]>oint to the general
applicability of the system for carriages, for which minimum
weight with maximum seating capacity is the most essential
quality. The winning of the race was, mortover, only a ques-
tion of a quarter of an hour and upwards as against several
of the lighter and far more convenient spirit motor- carriages.
Doubt may be expressed with regard to the utility of these
races as means of ascertaining the workiog qualities aud
durability of any motor- carriages. The use of unusually power-
ful motors on vehicles of given seat capacity detracts from the
value of these races as indications of the sufficiency, in ordinary
hands, of carriages with lesser powers ; on the other hand, they
prove that with the power used high speeds can be maintained
under conditions much more severe than those of ordinary run-
ning, and that, in fact, machinery and gear which, according to
English notions is deficient in strength, has been sufficient to
pass through a very heavy ordeal.
It may, therefore, be fairly concluded that for those users who
would be satisfied with a lower power than that necessary to
maintain a speed of 18-7 miles an hour on a hilly road, smaller
motors might very well be employed, especially if a slow or
reasonable hill speed were deemed sufficient. It cannot be too
often repeated that well-constructed motor-carriages can be
driven on good ordinary roads with very small power, and in a
general way it is not until the carriages have to be lifted up hill
that the demand for considerable power arises. A little con-
sideration will show how much greater this power is than is
usually supposed, and how much more advisable it is for many
reasons that a moderate hill-climbing speed should be adopted.
A few figures, by way of example, may be given. Taking a
vehicle which, when fully loaded, weighs, say, 2i tons, the
power required on a good level road would be about 2'5 horse-
power for a speed of eight miles an hour, or of about 3-75 horse-
power for a speed of 12 miles an hour. To mount a hill, some
parts of which may be ou a gradient of 1 in 20, the 2-5 hui-se-
power rises to 10-5 horse-power, but if a speed of three miles
per hour were deemed sufficient for climbing the gradient of
1 in 20, only about four horse-power would be required. Now,
for dealing with bad roads these quantities ought to be doubled,
so that to take 2i tons of vehicle and load up a gradient of 1 in
20, at the rate of eight miles, would require about 20 horse-
power, whereas if a reasonable s|ieed for the hill climbing were
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adopted only about eight horse-power would lie wanted. Thi»,
of course, means that some form of speed reducing gear for hills
must be employed, but this may be of a simple kind, and it
would secure lessened first coat of motor, lessened cost of work-
ing, smaller weight, better arraugemeut, and more room for the
machinery, and if a steam motor De employed a lessened weight
of boiler and of condenser, and practical possibility of producing
a vehicle of moderate weight instead of the prohibitive weight
which high speed hill climbing means.
Among the vehicles which first attracted. attention in Paris
were the steam vehicles of Le Blant, Serpollet, Scotte, Bollee,
and De Dion and Bouton. The Serpollet and the Dion and
Bouton with, on one occasion, the Scotte, have been most
prominently before the public during the recent racing periods.
The carriage of M. Serpollet (Fig. 16) is distinguished from all
others by the form of instantaneous generator boiler which is
known by his name. There is nothing new in the instan-
taneous generation of steam, but M. Serpollet, as is now very
generally known, adopted a peculiar form of tube and numerous
devices connected with it, so that the manipulation by the
driver of the vehicle becomes very simple. As at first made
the tubes were flat and with ouly a capillary passage in them,
but at the present time the tube instead of being flat is
crescent form in section, seen at G (Fig. 16), and the passage
is from T'ff inch to y~ inch iu thickness or width, and about
2 inches in length. There is no water space in the boiler,
and steam is only generated when the engine is running and
driving a pump which sends water into the heated tubes stroke
for stroke of the engine. Formerly the tubes, whioh were
placed within a casing over a coke fire of considerable size, were
cast into a cast-iron covering, but now the tubes are made of
thicker section and the cast-iron covering dispensed with. A
hand pump is employed for. injecting by two or three strokes
enough water into the boiler tubes for starting the engine, and a
by-pass is provided by means of which some of the water pumped
by the engine returns from the bottom row or rows of tubes to
FlO. 17. — Serpollet Steam Carriage (Latest Type).
the feed tank, when the engine has only light work to perform.
An advantage of the system is that the user has no concern
respecting the water level in the boiler, and experience seems
to show that with clean water no trouble arises from incrusta-
tiou in these very narrow tubes, and this is the experience not
only of French users, but of Mr. J. Brown, of Belfast, who has
been running one for a considerable time. The occasional
high temperature of the tubes with no water or steam in them,
and the scouring rush of the steam when formed by the intro-
duction of the small spirts of water, appear to keep these tiny
passages open. In a more recent carriage (Fig. 17), which
originally appeared in this Journal in January, M. Serpollet
has modified his generator to some extent, and is using a
petroleum burner (Fig. 18), known as the Longuemar burner.
In it ordinary lamp oil is supplied under pressure at A to the
coil B, and after circulating through it passes away as oil gas
at C, down the pipe D into the central chamber of
the burner, which is closed by means of a valve
on the end of a rod, E, actuated by some form
of lever F. From the central chamber the gas
can, when the valve E is opened, pass to the
burners (J O O. It also passes to two burners
Fig. 17.— Serpollet Steam Carriage (Latest Type).
Flo. 18.— Longuemar Burner.
T 3
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THE AUTOMOfOR AND HORSELESS VEHICLE JOURNAL.
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at the ends of arim at right angles to the arms carrying the
burners G, and shown by dotted lines, but as it enters these
from the lower chamber below the valve, these burners are not
extinguished when the three first mentioned are : thus, when it
becomes necessary to stop the engine three-fifths of the power
of this powerful burner is shut off, and two-fifths remain to keep
the boiler warm and to act as pilot lights for the other burners
when full steam is again required, and the lever F moves
the valve E. The positiou of this burner under the car-
riage is shown in Fig. 17. In the first-mentioned Serpollet
carriage,* shown in section, a coke fire is used, fed auto-
matically by the descent of the coke which is in the bunker
between the boiler G and the water tank E, and it will be
observed that with large or small fire the tubes were subject to
its heat almost as much when the carriage was standing as
when.it was running. The petroleum burned is thus a great
improvement. In the same carriage it will be seen that a
small double cylinder horizontal engine was used, the pistons
of which were 2j-in«h diameter with 2|-iuch stroke, and which
were connected to two cranks in the usual way on a crank
shaft, which by means of one pinion actuates a second motion
shaft by a spur wheel on a hollow shaft, one end of which
carries the outer ring of a neat form of spur wheel compensating
motion. On the ends of this second motion shaft are pinions
having 10 teeth gearing into pitch chains, by which the road
wheels are driven. In the newer vehicles (three-wheeled) the
engines have inclined cylinders and give motion to the driving
wheels by means of spur gearing of about five to one. The
pinions on the ends of the crank-shafts gearing direct with
wheels on the drivers. In both carriages the steam passes into
the space above the top tubes of the boiler, and from it into a
downward chimney or escape pipe in a superheated condition,
so that it is generally imperceptible. I have said that much
concerning the Serpollet system, because whether precisely in
accordance with the designs of M. Serpollet or not, there
appeirs to be good reason for belief that the instantaneous
steam generator, or an analogous generator, may for the smaller
vehicles, at least, be an important element in the future success
of steam carriages. Of the engine used by M. Serpollet, it is
not necessary to say more.
The Count de Dion and M. Bouton have been very energetic
and persevering in their attempts to make a successful steam
carriage. At present they have achieved most success with the
steam tractor already mentioned in connection with the Monte
Carlo and Marseilles race. The boiler used in these tractors is
of the water-chamber and tubular class (Fig. 18), with what
might be called a central pot. This form was adopted after
trials with the form which was illustrated in the author's
Cantor Lectures. It consists of a circular water casing, made
up of the outer shell and cylindrical fire-box ; in the centre of
the fire-box space, about a foot from the bars, and extending
about 9 inches above the top of the boiler shell, is a central
chamber or pot, the upper part of which forms a steam dome.
This central chamber and the outer water shell are connected
by short, straight, radial, upwardly-inclined tubes in consider-
able numbar, the uppsr rows being superheating tubes. Very
good results appear to be obtained by this boiler, but of course
its water-level has to be watched as with an ordinary boiler, and
when the carriage is stopped the production of steam for a
considerable time continues, and much care would have to be
exercised in this country to prevent the noisy escape of steam.
It is, however, a type of boiler which is of considerable interest,
although in all probability the future will lie with more com-
pletely tubulous or water-tube boilers. The Dion engine is
horizontal, and, with the second motion shaft driven by it, is
carried in one frame, the engine being compound with over-
hanging crank-pins, a main pinion in the centre of the shaft
driving the exterior of the differential motion. The slide-valves
r.re worked by eccentrics on a separate shaft driven by pinions,
one on each side of the main pinion.
Exceptional lightuess for most vehicles will bs aimed at, and
the steam-engine will have to compete with the oil motor, for
• Snginttfint/, October ISth and 2olh, 1839
in spite of its undisputed advantages, the steam-engine aud
boiler together are of more weight, and in some cases more
trouble, than its mineral-spirit competitor. The very small coil
boiler made some years ago by Mr. Blackburn, patented by him
in 1877, is said to have had great evaporative power ; it was
heated by a Buusen methylated spirit burner, and was, it yeems,
merely a close coil of tubes about \ inch diameter or less.
It provided steam for a small Brotherhood engine fitted to a
three-wheeled dogcart, the subject of his patent, but it does mt
appear that anything like a severe test to prove its capacity for
ordinary road travelling was ever made.
In this country, of recent date, the Thornycroft Steam Vau
and Wagon Company have made steam vans, in which a Thorny-
croft water-tube boiler has been employed with a small vertical
compound engine. This van (Fig. 20) and its parts I have fully
described before,* and it is only necessary to say that for a van
capable of carrying a maximum load of one ton, and weighing
itself, ready for the road, 30 cwt., the boiler and its casings
weigh, I believe, about 9 cwt, and contains 50 square feet of
heating surface and 2£ square feet of grate.
Fio. 19.— Dion Boiler.
Now, the weight of this boiler is at least as much as the
weight would be of an oil motor of equal engine power, and this
leads me to consider the relative merits of the steam and oil or
spirit motors.
With the steam-engine we have greater range and ease of
manipulation, within the limits of no power and full power, than
with any other motor ; for short period's it may be made to give
more than its proper maximum, it may be stopped and started
with more freedom, certainty, aud smoothness than any other
motor, with the exception of the electrical ; it may be employed
for travelling any distances with fuel available everywhere, is
easily fitted with reversing gear, and is easily understood.
Now, for long-distance work the only competitor at present
with this is the oil or the spirit motor, the disadvantages of
which are small range of power within the maximum, no excess
of power for short periods, difficulty of starting, and consequent
necessity for keeping the engine running when the carriage is
stopped for short periods ; vibration due to explosive impulse on
the piston, and necessity for running the motor at nearly full
speed before starting the vehicle, most of the change of speed
having to be made by frictional or other gearing. The motor
and vehicle cannot be started together, and hence whenever the
vehicle is started the motor is called upon to attempt to impart
* For illustration m the December number of Tan Aotomotob and Hoisxum
VeHicLC Journal, page t>0.
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THE AUTOMOTOR AND B0RSELE8S VEHICLE JOURNAL.
259
to it a speed equal to that proper to the lowest ratio of the speed
gear. A frictional gear means loss of power and loss of time
in overcoming the inertia of the vehicle, and unless the frictional
clutch is connected to the motor through very low speed positive
gear, the starting is almost certain to be effected more or less
jerkily. To avoid the difficulties attending the use of all variable
speed gears in which the gear not in use is running, whether at
work or not, the author devised the "antinertia^' power gear
and clutch, by means of which any driven thing may be put
into motion by positive gear at a low speed, and in which the
gear for the time being doing the work is the only part in
motion.
Having described the disadvantages of the oil or spirit motor,
it is necessary to describe their merits as compared with the
steam-engine. The first is that the oil-engine requires no steam
generator and no condenser. It uses fuel of a high calorific value,
easily carried, and no trouble to apply, and it uses it more economi-
cally than the same fuel, oil, can be used for the generation of steam.
As it needs no apparatus for the generation of the working fluid
there is no such apparatus to attend to and no space required by
it. Hence the motor and gear can be much more conveniently
arranged than the steam-engine. This it is that gives it all its
advantages over the steam-engine, even assuming all the little
troubles connected with boilers and condensers to be entirely
overcome. The motor will, however, weigh a little more than
the steani-motor of equal power, running at equal speed, and
this may, perhaps, be put at 25 per cent The weight, more-
over, of a boiler and condenser is not all in excess of the oil-
motor, for jacket water arrangements and exhaust silencer have
to be included. The oil-motor cannot, however, use the cheapest
fuel, such as coal or coke, or even crude or the partly-refined
petroleums, and this is an objection to it for the larger powers
and for vans and vehicles, which must in any case have a paid
driver and attendant to whom the work of stoking would be part
of his duty. It is, moreover, an objection to oil-engines for such
purposes that they in some respects depend upon more delicate
adju8tmenta8toair,vapour,andoilsupply,admis8ionand ignition,
and itisnot always thateven those well acquainted with oil-engines
can say precisely and at once why an oil-motor will not start,
or being started will not continue to work. The cause may be
one of a dozen things which are not obvious, and which may
take a good many minutes to find out. In a corresponding
sense, the steam-engine is not at all delicate, and this is an
advantage it will probably offer for a considerable time, but
with decreasing force as the motors become more definite or
"fixed in points which are now subject to adjustment and are
more generally understood. In the oil-motor, either the main
or the supplementary air supplies may be too much or too little,
the oil supply may be too much or too little or may stop, the
exhaust or the air valve may either of them leak or be made
temporarily to leak, by dirt under the seat or part of it, or by
corrosion or erosion, and in any of these cases it is difficult to
say what is happening. The ignition tube may not be hot
enough ; this may be seen, or it may be stopped or partly so,
which cannot be seen, and this must be guessed, or, like any of
the other numerous things, must be diagnosed. To sum the
matter up, it may be said that the steam-engine would be in
every way the best were it not for its boiler and condenser or
escaping steam j and that the oil-motor is best where the boiler
and condensor are both inadmissible, and where the vibration
it causes and its occasional freaks (which are diminishing in
frequency) are not sufficient reasons for rejecting the advantages
of motor-carriages.
We are thus led to the conclusion that steam propulsion is
mainly a question of steam generator, for, although a condenser
is very desirable, the passage of the exhaust steam into the
uptake, as was done by Gurney, Hancock, Holt, and Mackenzie,
might be considered sufficient means of disposal for many kinds
of vehicles. A condenser is not, however, an impossibility, and
a combination of the air and evaporative condenser systems
will probably lead to the solution of the problem. The con-
struction of a suitable very light generator is not, however,
very easy, and it would seem that, in spite of the high efficiency
of a boiler made up on Hancock's system, with numerous flat
thin chambers with thin passages between them for the heated
gases, the weight of the enclosing plates and buck-stays cannot
be brought below a minimum which is too great. Other
methods of supporting the pressure of the sides of the envelopes
might be devised, but increase in the number of joints is
undesirable. A generator of the instantaneous kind, although
those of Serpollet are heavy, seems to offer itself as the best
means at present available. The objection as to want of heat
storage is one which would have to be overcome by meaiis of
a furnace or other heat supply which can be made to respond
rapidly to a call for a maximum quantity of steam for
some little time. Heat accumulation in the form of heated
water cannot be obtained with this class of generator, and
the specific heat of iron being very low, storage by thick
or cast-iron coated tubes is a very inefficient addition to weight
The generator question, therefore, resolves itself into one of the
construction of a suitable rapidly responsive furnace for ordinary
fuel, or of burners for liquid fuel, acting in concert with the
steam demand from an instantaneous generator, or one in which
the weight of the water-containing space is not materially
greater than that of a mere tank for carrying the same quantity
of water. With a good condenser even this qualification need
not be conceded ; but, ignoring the value of pure water, the
economic question is one of selection as between (1) the boiler
containing a quantity of water, accompanied by a water-tank ;
(2) the lighter, instantaneous generator with no water contents,
and demanding no care as to water level but by a larger water-
tank ; or (3) an instantaneous generator and a condenser and
a water-tank of merely nominal capacity. The weight of the
condenser seems to be the determining quantity for this. Such
generators as that used by H. S. Maxim for his flying machine
suggest another line of development. This boiler*1 contained
a very large number of thin § copper tube s connected to larger
trunk tubes, none of them containing much water, and a steam
receiver of small diameter. Most of the tubes were only ^>-inch
thick, and with four of these in a white-hot furnace Maxim
found he could evaporate 264 lbs. of water per hour per square
foot of surface. His boiler was heated by gasified naphtha,
and contained 800 feet of heating surface, and weighed 1,000 lbs.
with feed heater. Inventions and patents for light steam
generators are numerous enough, but none are yet, or not more
than one or two are being used, even experimentally.
I have said nothing as to the smell of the oil or spirit motor —
firstly, because it is not or need not be really serious, it is only
a different stink from that or those to which we are accustomed,
either with horses or steam-engines, and will be lessened by
experience.
With regard to the vibration caused by them I think there is
little doubt that this will soon be overcome. The piston and
connecting rod of an oil-motor and cylinder are like a shot iu a
gun, action and reaction being only equalised by different amounts
of imparted motion or of inertia of different masses overcome at
different velocities. A vertical motor operated by explosions at
irregular intervals, and mounted on a springy base is not likely
to stand very steady, and as few motors are properly balanced
the occasional explosion merely aggravates a vibratory movement
of smaller range set up by the continuous rotation of unbalanced
parts.- The difficulty is one which should be surmountable, but
there is no doubt it is less a difficulty with the horizontal engine
and for obvious reasons.
It is unnecessary that I should again describe either the
French spirit motor-carriages of the leading makers, or those of
Benz, of Mannheim, or of Lutzmann. They are represented in
this country by the Great Horseless Carriage Company, London
and Coventry ; by the Anglo-French Motor- Carriage Company,
Birmingham ; by Arnold's Motor-Carriage Company, East
Peckham ; by Julius Harvey and Company, 11, Queen Victoria
Street ; by Mr. J. A. Koosens, Southsea ; and many of them
were illustrated in the Cantor Lectures previously referred to,
and in the paper by me read before the Society of Arts in
November last.
I may, however, by means of a few views on the screen,
• Jowrn:U of \ht Society of Artt, November 30th, IU94.
I i
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recall some of them to your memory, including those above
mentioned and some of those of English make. All these
Continental vehicles, with the exception of the Serpollet and
the Dion, are profiled / by mineral-spirit motors, several of
them by the Daimler motor, which is the only one with which
no carburetter is employed. It is a vertical of simple design
and works exceedingly well. Ignition is effected by heated
ignition tubes. Several of the foreign makers, including the
Lutzmann, the Benz, the Delahaye, and others, are propelled by
horizontal motors, and ignition is effected by electric sparks.
No noteworthy improvements have been made in recent
months. The gearing used by the best-known makers, such as
MM. Panhard and Levassor (Fig. 21), remains much the same
as when described at the end of 1895. It usually consists of
Fig. 21. — Panhard and Levassor' e Daimler Motor-Carriage (1894).
three or four pairs of spur-wheels of different sizes on the
engine shaft, driving by one or other of three or four corre-
sponding wheels, a second motion shaft which gives mo ion to
the driving wheels by chains or by belts. It has two cylinders,
set at an angle of about 16°, and coupled to a crank partly
formed by a pair of fly-wheel discs. This motor is entirely
enclosed in a box, which also contains the carburetter, b, and
an exhaust box, c. The reservoir for carrying the benzoline
is seen at d. At b is the regulator for controlling the supply
of benzoline to burners for heating the ignition tubes. At h
is a small centrifugal pump driven by a belt on the pulley, J,
for circulating the water round the cylinder jackets. Gearing
Flo. 22.— Panhard and Levassor' a Friction Clutch.
is arranged for three different speeds, the cog-wheels, l, being
made of gun- metal, and movable, so that they may either of
them be made to engage with the three wheels above them,
they are made tight or loose upon the crank-shaft by means of
frictioii clutches at k. The intermediate shaft driven by this
gear conveys motion by another intermediate shaft, placed
transversely across the carriage, and carrying a pair of pitch
chain pinions which drive the road wheels by a pitch chain
on sprocket wheels attached to their spokes. A differential or
compensating motion is fitted to the transverse intermediate
shaft. To alter the speed while the engine is running, the
pedal, v, is depressed, and the gearing then brought to rest by
means of the lever, x. The change in the position of the gear
wheels is then made, the cogs all being rounded at their corners
to enable them to find their way into the corresponding teeth
of the upper wheels.
A pulley, q, is placed upon the driving wheels, and used for
carrying a brake instead of putting a brake on the tyres of the
road wheels.
The clutch already referred to is shown by Fig. 22. The
shaft, c, is the crank-shaft, upon which is fixed the coned disc, b.
In front of this and sliding upon a feather is another friction
cone, the face of which has a greater angle. When the contain-
ing or interior cone disc which encircles these is pushed against
these inner cones, the smaller one retires into the larger one
against the resistance of the springs, d, and when the factional
contact due to the resistance is reached, the further f fictional
contact and more powerful grip of the disc, b', is obtained, the
object being, as far as f fictional cone clutches makes it possible,
to put the carriage gradually into motion ; the faces of tnecoues
b and b' are coaled with leather at a and a'.
Most of the makers who use gear transmission between the
engine and second motion shaft employ the three or four speeds,
but those who use belts avail themselves of the slip of the
belts more or less controlled to vary speed between the two
which are mostly used. Belts are not, however, to be com-
mended for vehicles, because the belts must be short, some
must be crossed, and all of them may often have to run in bad,
wet weather. For light work the shortness of the belts when
on pulleys of no great difference in size may not make great
tightness necessary, but for variable work the objections to
tightness can only be escaped by using jockey pulleys. lu
some cases where these are used the belt which tor the time
being is doing no work is nevertheless running idle on one
of the pulleys, or loose on both, and this is objectionable.
The use of belts as friction brakes, or in place of better
variable speed arrangements, is also objectionable, even if
for no other reason than that it polishes the pulleys and
makes greater tightness, necessary for a given amount of
frictional adhesion. We can only say of it that it is not a bad
makeshift.
In Great Britain there are now numerous manufacturers who
are making or preparing to make oil or spirit motor vehicles,
but for the next two or three months it does not seem that we
shall see their vehicles on the road. Some of these makers use
the Daimler motor, the construction of the main features of
which is so well known as to need no description here.* Mineral
spirit is used for its operation.
Several makers will use what is known as the Pennington
motor, which is a small light high-speed mineral-spirit motor,
the cylinders of which are made of thin steel tubes, as used
by Mr. Hiram S. Maxim in his steam-engines for his aeiial
machine, and from which Maxim got over 300 horse-powert
from engines which he could support on his lap, weighing
640 lbs., or less than 1*8 lbs. per horse-power actual. The
pressure used was 325 lbs. Mr. Maxim is now at work, not
only on a gas-engine which will run fast or slow like a steim-
engine, and reverse, but on a light steam-engine and boiler or
generator of high capacity, a 12 horse-power generator being
only 9 inches thick, and in the shape of a book.
American inventors are at work on the subject, and the
Duryea carriage, fitted with the Duryea mineral-spirit motor,J
is running in this country, and is in the hands of Messrs.
Maberley and Thrupp, of Oxford Street, London. Compressed
air is much favoured in America, but less pi-ogress seems to be
made in the United States than in this country.
Messrs. Fetter, Hill, and Boll, Yeovil, are also making motor-
carriages run with Fetter's mineral-spirit motors.§
Messrs. Atkinson, Phillipson, and Toward have made a steam
carriage, a photograph of which appeared in the last issue of
• See Cantor Lectures.
t Society of AfU Jm -n.nl, November 80th, ISM, and AorOMOToa 1OT> Homeleh
Vbhiclk Joctrk4L December. 1896.
1 Tat. Specification No 7,036, 1896.
J Society of Arte Journal, November 27th. 1896, and Aotoxotoi A*D TTninrim
Vimcu Jooaiut, December, 1896. Paper by the author.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
261
The Actomotor. and Houseless Vehicle Journal, which
has reached the stage of experimenting on tli9 road, and with
promising results. _
As far as I am aware, the only motor-carriage which is at
present being propelled with a motor using ordinary lamp oil,
is that made oy Messrs. Roots and Venables, of the Westminster
Bridge Road, the motor being a horizontal one on the Roots
system. I have fully described this motor-carriage recently,*
bat I may here mention that the motor is constructed on the
vaporised system withont any spray-making apparatus,! and is
fitted with a governor which controls by acting both on the
oil feed and on the exhaust, so that the objectionable smell
resulting from the exhaust of imperfect combustion is avoided.
There appears to be a general opinion in England that the use
of mineral spirit is likely to be attended with more risk of
accidental ignition and explosion than ordinary lamp petroleum.
There ia no doubt that more care is necessary, but very little
more. Very few accidents have happened with motor-carriages
as a result of the use of the mineral spirit, while lamp accidents
with ordinary lamp oils happen every day and often with fatal
results. The extra care required in handling mineral spirit is,
however, attended with much greater simplicity in the con-
struction of a motor worked by it, and some minutes less time
are required in starting than when the heavier oil is used.
Hence the fact that all the Continental and American so-called
oil-motors use mineral spirit. In contrast with the well-made
economical English oil-engine, with good governing arrange-
ments, any tin toy maker could make a spirit motor which
would work, though a great deal of ability and ingenuity has
been expended in producing a really useful spirit motor for
carriage work. There is still much remaining to be done, not
only with reference to complete combustion under the varying
loads, and more or less frequent stoppages of motor-car work, but
particularly in the construction of an oil or spirit-motor, which in
daily ordinary use will work well throughout a considerable range
of power, from light load to its maximum. There is also a great
field for the inventor of a satisfactory self-starting oil or spirit
motor. We seem to be some distance from it at present, but it
is not impossible that the combination of a self-starter and
existing engine might produce a motor which would start by
turning on the oil or vapour supply and igniter, and thus avoid
the necessity for keeping the motor running while the carriage
stands during short stops.
Concerning electrically-propelled vehicles, there is still not
much that can be said with respect to those intended for more
than the short runs in towns. The electrical motor possesses
all the attributes of a perfect motor for any power within its
maximum when used with suitable speed-gear to get over the
difficulty of starting the vehicle and climbing steep hills. The
one practical difficulty is the great weight of the accumulators
required for a few horse-power for a few hours. At present
there is no good battery which weighs less than about 500 lbs.
per horse-power hour, and this weight far exceeds that of the
whole motor machinery required for an oil or spirit motor-car.
Compressed air for motor purposes is again occupying
attention. In this connection it would do little good to base
any calculations on the foot lbs. of work represented by the
expansion of a given quantity of air at a given pressure down to
atmospheric pressure, the losse3 being numerous, variable, and
considerable. We can best arrive at an estimate of the com-
parative cost of compressed air for the purpose by two different
methods from practical experiments with engines worked by corn-
preflsed air. At the well-known air compressing establishments
of M. Victor Popp, of Paris, engines have been run on the brake
with compressed air. At a pressure of 80 lbs., and with the air
raised to a temperature of 300° F., as it might be on motor-
cars, a 70 horse-power engine consumed an average of 34 lbs.,
and a smaller engine giving two horse-power on the brake con-
sumed 55 lbs of air per brake horse-power. Now, if we take
50 lbs. of air and allow one-fifth for the air which must be left
* Society of Arts Journal, November 27th, 1898, and Adtohotoi anb Houseless
Vehicle Jodimil, December, 1896. Paper by the author. I
t Sir. the author's articles on "Oil-Eoirines," in Tht Engineer, June and J'lly, i
1894. [
in the receivers, and make the usual estimate of ten times the
weight of the air as the weight of receivers, we get a weight of
600 lbs. per horse-power hour actual. One horse-power is, how-
ever, of very little use for a vehicle to carry, say, four persons, and
we must reckon upon two horse-power actual at least as the mean
power required on most roads, and giving the compresse 1 air the
benefit of any advantage that may arise from a lessened draught
on particularly good roads it will be seen that at least 1,000 lbs.
weight of air and receivers will be required, and this 1,000 lbs.
weight will itself require another horse-power to move it ; so
that for a stage of, say, 10 miles between charging stations the
total weight of air and receivers at pressures which it would be
advisable to use would be considerably more than half the
weight of vehicle and load.
As another method of arriving at some estimate of the value
of compressed air for the purpose, we may take the cost of air
compression on a large scale in Paris, but allow 20*. per ton as
the cost of steam coal instead of 25j. per ton, the cost in Paris.
As the result of a year's working it was found that the coal
consumption to compress air to 120 lbs. per square inch reached
1 lb. for every 13*8 lbs. of air. At 20*. per ton this costs
0'017<£, so that, taking 60 lbs. of air as being required for small
motors per horse-power hour, it will be seen that we get, as the
actual cost of coal alone for compressing, 0"465d. per horse-
power hour. The numerous other charges in a compressing
establishment will easily run this up to considerably over \d.
without auy charge for distribution. It is thus pretty clear
that compressed air is out of the running except for very short
town service, but it is quite possible that it may be cheaper and
less troublesome to deal with than the -secondary batteries of
electrical motor-cars.
Comparing this with compressed gas for motor-car use, we see
how great is the advantage attending its use. Instead of requiring
receivers for 60 lbs. of air per horse-power hour, and a capacity
of say 50 to 70 cubic feet according to pressure adopted, we
should only require receivers for about 1 lb. of gas per horse-
power hour, but with receivers weighing rather more than those
for air. Instead of being limited as in the case of air to short
stages of say eight miles, long stages of say 50 to 70 miles could
be run, and the two horse-power previously referred to could be
used throughout the whole of this distance. If the good roads
mentioned with respect to the air-motor were met with the
distance would, of course, have been correspondingly increased.
Thus by using compressed gas instead of air we may have from
50 to 100 per cent, more power, and from six to seven times the
number of hours stored in the same space. The one disadvan-
tage of the gas-motor as compared with the air is the difficulty
of starting it, and as at present made, the necessity of keeping
it running light while the vehicle makes short stops. There is,
however, little objection to this in the case of tradesmen's vans
and many other vehicles, and it does not cause any trouble with
the gas-driven tramcars a£ used so successfully and economically
on the Blackpool, Lytham, and St. Anne's Tramway on the Gas
Traction Company's system, and as equally successfully at work
on the Dessau and other Dresden Tramways. The system has
the advantage that the motor can get its working fluid in almost
every town aud every village of any size, and the motor vehicle
could be provided with a pump by which it could fill its own
receivers while the users go to lunch or dinner.
Durin -j this year there are to be numerous public exhibitions
and trials of motor vehicles of various kinds, commencing with
the exhibition at the Royal Aquarium in May, aud including
the trials of the Royal Agricultural Society at Manchester,
those which presumably will be made for the competitive prizes
offered by the proprietors of The Engineer and by the British
Motor Syndicate. The conditions of competition for the Royal
and for The Engineer prizes have been widely published, and
the latter include runs of not less than 200 miles, as well as the
preliminary trials, but routes and arrangements for the long
runs have not yet been made known.
Disappointment is often expressed at the non-appearance of
British-made motor vehicles at present, and in this connection
it must lie remembered that it was not until November last
that British makers were permitted to run their vehicles,
U
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[April, 1897.
even for trial purposes, ou our roads. Until the Act
was actually passed last August, engineers and manufac-
turers would not turn their serious attention to the con-
struction of vehicles and motors, the use of which Parliament
might, after all, not sanction. Now that they are free to make
ana try their vehicles, they have to start in quite a new
industry, and even those who propose to manufacture vehicles
very much on Continental lines have to get their factories and
plant built in order to manufacture on a paying scale. Many
makers have been misled by unqualified irresponsible condemna-
tion of Continental vehicles to attempt to start ou radically
different lines, instead of devoting their attention to such modi-
fications as would remove substantial defects, and this will cause
much waste of time, for the French vehicle makers have
accomplished a great deal which should not be ignored. In
England many are prone to reject a thing as a failure which is
not a success, and to deny themselves the advantages of a partial
success or a good makeshift. In America this is much less the
ease. There the tendency is to use whatever at the time is best,
if it secures any advauce, until something which is better is
achieved, and this policy often leads to rapid development;
As compared with the men of 60 years ago, we have advan-
tages which in many respects are of the greatest importance,
and which ought to enable us to accomplish with ease and
certainty that which they left unfinished. In particular, we
have the advantage of the materia's and tools which make it
possib'e to run engines continuously at three times the number
of revolutions they could use, and at double the piston-speed.
We have, moreover, materials at our disposal which enable us
to reduce the weight of our motor machinery by probably
70 per cent, as compared with theirs. We have steel sheet tubes
of all sizes and splendid quality, steel castings, drop forgings,
and many other such things ; we have ball bearings and rubber
tyres, and we have aluminium alloys, which place in our hands
materials for motor parts and frames, water and oil tubes, con-
necting pieces, and many other things of half the weight of
anything then or at present made of either cast iron, bronze,
or gun-metaL Aluminium alloys for castings are now made
of specific gravity very slightly over 3'0 and therefore of con-
siderably less than half that of cast iron, and of much higher
strength. Tests made at the Durham College of Science, New-
castle, of aluminium alloy castings from Mills's Atlas Works,
Sunderland, of 3*05 specific gravity, have given a tensile
strength of as much as 20 tons per square inch with an elonga-
tion of 1'25 per cent., and another alloy used for castings of
bed-plates and standards for engines and dynamos, brackets,
gear-wheels, and other parts, has a tensile strength of 15 tons
per square inch, and with a specific gravity of only 2-98. The
immense advantages such a material offers in the construction
of motor-carriages and motor-cycles will be readily seen, and
should help to remove considerable difficulties.
"THE ENGINEER" HORSELESS CARRIAGE
COMPETITION.
The entries for this competition finally closed on the 31st
ultimo, and we trust that no intending competitor neglected
the chance of being able to secure one of the prizes by being
a day too late. For mauy reasons the decision of the proprietors
of The Engineer not to publish the list of entries until the date
fixed for delivery of the vehicles at the Crystal Palace is an
excellent one. In the meantime, it is interesting to note that
the number of entries received is 71, distributed as follows :
In Class A 25 entries, in Class B 21, in Class C 15, in Class D 2,
and in the " Supplemental " Class 8.
NOTES OF THE MONTH.
■^W^^VWVWWWt^^VWWWW*^*
Birmingham just now is bo full of orders for cycles, &c,
that it is difficult to place any new business at all.
Several firms, however, are finding time to push ou in
the motor-car line, and we think those who are getting
well forward in this branch of engineering will find
themselves shortly in a position to double and treble
their connection, as any good work in this line turned
out quickly will ensure repeat orders from a large
number of dealers all over the country who are anxious
to be supplied with motor-carriages. Amongst others we
may mention Accles (Limited), who are putting forth
every effort to get out the first delivery of a thousand
De Dion tricycles. These are lieing built on an entirely
new pattern, and are at the order of the British Motor
Syndicate. We believe that the first complete machine
will be shortly ready, probably about the same time as
the publication of this month's issue of the Automotor
Journal, and we hope in the next number to give a
photograph of some of this firm's excellent work. We
noticed upon a recent visit to their premises that very-
extensive enlargement is going on, which to a very great
extent will be ntilised for building motor-cars. Mr. G.
Accles is personally much interested in the new industry,
and he already has on the way from America a special
motor-vehicle of his own, in the advantages of which we
understand he has the very greatest confidence.
All interested in automotors should join the Self-Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.('.—;Advt.)
The Wolseley Sheep-Shearing and Machine Company,
of Alma Street, Birmingham, are also determined to be
in the front rank for motor-car building, and so as to be
able to meet the likely demand upon their establishment,
are erecting a new building especially for thi* purpose.
We also hear of a new motor which is likely to be
exploited shortly by Messrs. Wilkinson and Son, of
Birmingham.
We give herewith a brief description of a horseless fire
engine. It is the invention of Mr. Reuben Plass, of
608, Lafayette Avenne, Brooklyn. On either side of the
machine is a footboard, while on the body are arranged
the ladders and hooks, at the back of which sits the
person in charge of the steering gear. Above the front
axle and directly beneath the driver's seat is placed the
gas-engine, from which the power is transmitted by a
series of cog wheels. These are directly in front of the
engine and just below the footboard of the driver's seat.
Through the footboard extend two levers a little higher
than the driver's seat. By one of these the speed of the
engine is controlled, and the other is used in steering the
machine and as a brake. By drawing the left-hand lever
toward himself the driver puts the machine in motion.
Ou the lever is a set of cogs which, when the former is
pulled, act upon another set of cogs directly connected
with the engine. In order to stop the machine it is not
necessary to stop the engine. Pressure on one of the
levers throws the cogs out of gear, and the other lever
controls the compressed-air brakes, by which the machine
is stopped. The engine can also be reversed by another
set of cogs. As the motive power is always under
control, it can be used successfully in elevating an exten-
sion ladder, which is a great advantage in that much time
can be saved over the ordinary method.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
263
EviDBNTi-r Mr. William Georgeson, ex-technical teacher
in coachbuilding in Gordon's College, Aberdeen, is a
strong advocate of coaohbuilders working in harmony with
engineers to produce perfect motor- vehicles. This gentle-
man recently lectured before the members of the Aberdeen
Coachmakers' Mutual Improvement Association in Silver
Street' Hall, on " The Rise and Progress of Carriage
Building," Mr. James Clark presiding. In the coarse
of his remarks, he said that motor-cars were not snch a
recent invention as many people imagined, motors being
used in London in 1781. A steam omnibus capable of
going from 10 to 15 miles an hour was in use in the
metropolis in 1833, and plied between the Bank and
Paddington, the fare being 6d. With the introduction
of the electric motors of the present day, coachmakers, he
maintained, would have to prepare themselves for the
new innovation in locomotion. It was possible that
motor-carriages wonld to a certain extent solve the
problem of agricultural depression, as they could go long
distances and collect cottage and farm produce very
expeditiously, and bring it to centres of distribution.
To a physician in Youngstown, Ohio, is due the dis-
tinction of being the first medical man in the United
States to make use of a motor-carriage for the purpose of
working his practice. Dr. Carlos Booth terms his vehicle
a motor-cab, has used it for several months, .finds it an
excelleut substitute for one drawn by a horse, and prefers
it in most respects to that animal as a motive power. In
this carriage Dr. Booth has attained a speed on the level
of 10 miles, per hour, and climbed an incline of from 10
to 15 per cent, grade at the rate of 5 miles per hour.
Motor-carriages should prove especially useful to the
general practitioner in Great Britain, and particularly to
the country one, on whose shoulders the burden of
maintaining the two or three horses, with their attendant
expenses, necessary for a large and scattered7 practice
falls very heavily. The initial cost is the worst part, I
but, on the other hand, the cost of working "horseless
carriages is small, and the country roads of England,
unlike those of America, are peculiarly well adapted to
their use. Cripples, paralytics, aud those who retain the !
use of their arms but have no control over their lower ;
limbs should also find these vehicles of the greatest
service ; they would not only be able to travel by means
of them -without assistance, but also be able to amuse
themselves with corresponding benefit to their health.
As a result of the recent report of the Aberdeen Parks |
and Links Committee Mr. John T. Clark, the well-known '
carriage builder of Aberdeen, is working two experi-
mental vehicles propelled by electric motors. He is also
engaged in constructing, for private owners, a vehicle to
seat six persons, in which Mitchell's Electric Motors will
be employed.
Application has been made to the Watch Committee
of the Brighton Town Council for permission to run an '
electric char-a-banc from Brighton to places of interest '
in the surrounding districts. The committee have '
resolved that they will be willing to grant licenses for
electric motor char-a-bancs after each vehicle' has been
inspected and approved by the committee.
The lock-out in the engineering trade has necessarily
been a further check to the development of the Johnston-
Arrol oil motor. Since the blow it received from Glasgow's
municipal dignitaries little has been heard of its progress,
but we understand that the working drawings of the motor
have been completed, and the patterns are on the point of
being put in hand. But as Messrs. Arrol, the engineers,
and Messrs. Fullarton, Hodgart, and Barclay, the founders,
are members of the Engineering Employers' Federation,
it is feared the motor needs must wait until things in
the engineering industry have resumed their normal
condition.
♦
It is to be hoped that by the time the Paris Exhibition
of 1900 is open, a goodly show will be made in the British
section of English-made motor-cars. At present the
majority to be seen in England are of Continental
manufacture, but we think there is little doubt that
long before the Exhibition the tables will have been
turned and the leading makes will be from the works of
British engineers.
Ik Belgium the manufacture of motor-vehicles is
increasing rapidly. A number of well-known firms are
already putting down special plant for this purpose, the
movement for the moment being centred at Brussels and
Malines.
»—
In Ireland they are not slow to press any new idea
into service for coercive purposes ; and the motor-car has
not had to wait long before finding its place. At a;
meeting held a few days back in Belfast regarding a
direct tramcar service from York Street to Antrim Road,
the conveners, who included several of tha leading Belfast
citizens, were determined that the Corporation should
provide them with what they demanded, or they would
start an opposition service of motor-cars to the tramcars.
Mr. James Hogg, in reading the circular convening the
meeting, said : " It is not our intention to promote a rival
carrying company to the tramway, provided our require-
ments are granted, but in view of the unsatisfactory
replies referred to, wo have put ourselves in communica-
tion with the Motor-Car Company, and have obtained
prices for suitable cars, and are promised a trial on most
favourable conditions. But before going further in this
direction we think it only right that the representatives
for our ward should have an expression of opinion from
the ratepayers, so that they may do what in them lies to
endeavour to secure for us what is admittedly a long-felt
grievance." Thero was, he (Mr. Hogg) urged, great
necessity for the tram service, and he said the principal
ratepayers in the ward were prepaied to adopt the
motor-car system if they dicLnot get the tram service.
For the running of the motor-cars a company would be
formed, and it was intended to run those cars from
Chichester Park to Messrs. Robinson and Cleaver's and
to the Northern Counties Railway terminus. Mr. John
M'Cormick thought the only practical suggestion was
the formation of a Company for running the motor-cars.
That Company would be a great benefit not only to that
district but to the city, and it would let Mr. Nance seo
that they were not dependent on the Tramway Company,
which had abused the power given to it. Ultimately,
before starting motor-cars, it was resolved to send a
deputation to the Corporation giving them the alternative
of motor-cars or a direct service as desired.
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THE AU10M0T0R AND, HORSELESS VEHICLE JOURNAL^
\kxm-, 1887.
The following personal experience' of 'a motor-car by
the special correspondent of the Weekly Sun is interest-
ing. Writing from Paris, the coirespondent, who is
presumably one of the fair sex, says : — " I have had my
heart's desire — a drive on a motor-car. Mrs. Crawford,
of the Daily Neivs, said, ' If the weather is good we will
come for you at half-past two' o'clock.' It has been a long
time since my anxiety was so keen for a fine day. 'And
great was my relief when Marie opened the blinds the
next morning, and the sunlight streamed, in. The air
' was absolutely intoxicating in its freshness, the sun as
warm as in May. Promptly at the hour my hostess
appeared, and after a few minutes of a rather trying,
trembling condition, we started bravely off. So far, the
motor-car has the right of way^-mothers and nurses
gathered up their children and rushed for the pavement ;
tratncars and omnibuses stood still to allow our trundling
by; carriages and cabs fairly fled from our rumbling
approach.
~r~r+
" The horses in Paris are now somewhat accustomed to
the car, but a few were made unhappy by it. But we
soon left them in the rear, as our car was almost twice as
quick as horse locomotion. After we started, the odour
of oil was not perceptible, and the motion was easy and
smooth. Being abla to go, however, at a very smart pace,
and knowing there were no fagged animals to consider,
was a comfort. It seemed bnt a moment after leaving
Paris that we passed Buzenval, the place where the
French made their last sortie during the Franco- Prussian
War. It looked peaceful and happy with its fields of
short new grass. La Manche, the racecourse, is beautifully
kept. A few horses were being exercised there. We were
so quick that I scarcely caught a glimpse of Vaucresson,
where a number of pretty new villas are going up.
,' "When we reached Versailles, which I thought never
looted more picturesque nor full of colour than with tho
brilliant spring sunshine striking down upon it, we had
not the inconvenience of waiting for the horses to rest, and,
as one of our party was hurried, we at once turned our
fore-shortenrd carriage, and whistled along at great speed
back to Paris. And, what with the perfection of the day,
tbe rapid motion, and Mrs. Crawford's brilliant descrip-
tions of the East, where she has been lately travelling, it
was. but a moment from. Versailles to the Avenue de
l'Opera. Everything went well, from the start to the
finish, and I can only speak of the motor-car as one hears
one woman apologetically speak of another who lias the
reputation of being disagreeable, ' She was very nice to
me.' And so with the motor-car — he was very nice
to me."
- ' »
An amusing but realistic sketch of a journey by
diligence in Spain appeared in the Daily Mail a short
time back. The writer in describing it as the laziest
travelling in Europe, says that " even in these progressive
days of electric railways and motor-cars there are to be
found people conservative enough to affect a yearning for
the return of what they are pleased to call ' the good old
coaching days.' In the most acute cases a radical cure
might be effected by a night journey in one of the old-
fashioned diligences which to this day form the chief
means of communication between the lesser towns and
villages of Spain. The diligence is a lumbering vehicle
that bears a far-away resemblance to a "London 'baft, to
which has been added a railway coupts ; and the platform
of a tram, whilst its speed may be compared to that of a
hearse." The rest of the article desoribes graphically the
many discomforts experienced through, a night journey,
and may well bring home to sceptics th« advantages, in
store for mankind from the advent of the .naotor-car.
The Nuneaton Urban Council intends to get as much
value as possible for the ratepayers' money. At a recent
meeting the question of purchasing horses, and the
Council carrying on its own haulage instead of con-
tracting for it, was considered, and in the course of the
discussion Mr. J. F. Johnson tho.ught the Council should
consider whether they might not effect a great saving by
having motor- traction carts, which were being made, and
which would do away with the keeping of horses. Tbe
question was referred back to the committee, the clerk
being instructed to write to the Local Government Board
asking if it would allow the Council to obtain a loan for
the purchase of either horses or motor-cars.
The Automobile Club of France has now nearly
1,000 members, which number embraces 139 owners of
motor-vehicles. The list of members is of a very
cosmopolitan order, and we notice that amongst some
of the more recent elections are Mr. Radcliffe Ward,
Sir Edward Blount, Mr. Thomas Myring, and Mr. William
Inger8oll. The present premises of the club now being
too small for its increasing membership, additional build-
ings have been secured in the Boifl de Boulogne.
Mb. Ernest M. Bowden, writing in a contemporary, in
suggesting that in the course of another month or two
the Local Government Board authorities will have to
consider the question whether any change shall be made
in- regard to the speed that is legally permitted, for
the limit (or rather limits, since they vary with different
classes of vehicle) were imposed, to commence with,
for a period of six months from November 14th, hopes
the authorities will see fit to raise the limits of speed
above what they are at present, for although it is all very
well for irresponsible drivers to disregard the law on
unfrequented roads, it is much better that the law should
not attempt to restrict freedom any more than is neces-
sary. We hardly agree with his statement that the
limits for the heavier vehicles are a serious difficulty in
the way of successfully introducing motor-omiiibus traffic.
Of course, nothing short of an Act of Parliament can
legalise a higher speed than 14 mile3 an hour, but the
limit for the lighter vehicles might very well be brought
up to this speed.
♦ —
Mr. Bowden, speaking as a leading authority upon
cycling matters, truly says that it seems to be forgotten
by many people that no attempt is made to impose a
hard and fast limit on such machines as triplets and
quads and quints, which are capable of developing
tremendous speed, and are by no means as manageable
as a well-designed motor-car. Yet we do not find that
these machines are a formidable danger to the public,
for the simple reason that riders are not usually such
idiots as to get up a high speed unless the road is seen
to be clear.
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THE AUTOMOTOB AND HORSELESS VEHICLE JOURNAL.
2G5
Messes. G. Kykoch and Co. have during the last
month incorporated themselves under the Limited
Liability Act with a capital of half a million sterling,
a significant feature of the articles of the new Company
being the power which they take to build- motor-cars.
Their extensive premises at Witton; Birmingham, are
particularly adaptable for this business, and the recog-
nition of motor-cars as an accomplished fact by tins
eminent firm should turn the scale with any firms who
are wavering as to the wiseness of embarking in the new
industry.
— ♦
A. remarkable article appears in the English Illustrated
Magazine, in which Mr. G. P. Lathrop has thrown into the
form of a story the notes which he made of suggestions
and hints received from Mr. Edison as to inventions and
changed conditions which may possibly be accomplished
in the Future. For narrative purposes Mr. Lathrop gives
particulars of a Society of Futurity whose members have
discovered the secret of preserving life in a state of
suspended animation. The hero is chloroformed and is
subjected to an elaborate process, whereby he becomes
inanimate, and at the end of 300 years is restored to
existenoe at the exact point he had quitted it when
cnloroformed. Amcngst the many wonderful things he
finds (which, are supposed to represent Mr. Edison's views
of the future) the great features are electric motors and
air ships. Mars can be reached in eight hour.*, trams
travel at 150 miles an hour, and special paths arc available
for electric bicyclos, tricycles, and carriages, with power
supplied from stations at regular intervals, and at all
hotels. Horses are but little used for travel, and exist
mainly as a form of preserved life, like deer in parks, or
for racing purposes, although, even in racing, their speed
is so greatly surpassed by that of flotatiou, sails, and
robber-oared boats, and various mechanical four-legged
machines for running, that they are not much more than
domestic pets, like cats and dogs. A motor " walking
balloon " is described and a marvellously ingenious motor-
driven " air ship " is minutely worked out. The article
is an extremely interesting feature of Messrs. Macmillan's
magazine, and conveys the impression that Edison is
distinctly in favour of motor-vehicles as the coming form
of locomotion.
With a view to meeting certain defects in the existing
Patent Laws of America, the United States Congress has
recently passed a Patent Law Amendment Act, which is
not without importance to English inventors. This new
Act will come into force after January 1st, 1898. In the
present state of the law, if an invention is patented in
America, subsequently to its being patented in other
countries, the American patent becomes void on the first
date that a corresponding foreign patent expires, no
matter for how short a time it may up to then have run.
As not infrequently a very long period elapses in America
between the application for, and granting of, a patent, it
is evident that a patent might actually be rendered void
before it Was granted, by the expiration of a corresponding
foreign patent. At the same time it will be observed that
a patentee might insist upon payment of royalties in
respCct of the nse of an invention patented in some other
country, although, perhaps, for many years well known
in the United States, or might even restrain its use
immediately after the grant of an American patent for it.
To remove these defects, from the beginning of next
year it will be a law that a valid patent cannot bo granted
in the United States for an invention which has been
published in any way in that country two years prior to
the American application. And also that no patent can be
granted for an invention that has originally been patented
in a foreign country after seven months from the date of
application for the earliest foreign patent, but that if
application bo made within the prescribed time, the
patent shall be granted for the full term of 17 years.
These enactments will, of coarse, not apply to patents-
granted before January, 1898, nor to applications filed
prior to that date or to patents granted on such applica-
tions. It follows from these amendments that to obtain
a United States patent it will be necessary to file the.
application within the present rear for foreign patents
applied for before the 1st of June of this year, or for
inventions which have been made public in the United
States prior to January 1st, 1896. The new measure
also provides for a six years' period of limitation in
actions for infringement of patents.
The accompanying sketch is the latest idea for a horse-
less carriage emanating from America. It has been built
on the lines of patents secured by Gotthold Langer, of
St. Louis, Mo., and is an odd-looking contrivance, but it is
claimed for it that it is the only practicable automobile
vehicle that has yet been invented, inasmuch as it is
superior to irregular rond conditions, and is not limited
in its usefulness to boulevards or perfected pavements,)
and is the only motor-carriage designed for pneumatic
tyres. These are to be of special construction, and will
be made self- inflating by means of an automatic pump
connection with the motor — a principle, it is stated, that,
has recently been utilised in the construction of an
English bicycle. The entrances to the carriage are on
either side, through the centre of the main wheels, which
are of a maximum diameter of 8 feet. The inner wheel
or rim, which is a wheel within a wheel, furnishes the
bearings for the body of the vehicle. The motor, which
may bo of steam, gasoline, or electric power, is stored
boneath the driver's box and is geared to two drive
wheels, which revolve in the inner rim of the large wheels
in front of the centre. The motor is double geared, so
that the power can ho applied by the driver or niotorman
U 3
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Apkil, 1897.
to both wheels simultaneously, or to either wheel alter-
nately, or in steering the carriage, the front supporting
wheel being pivoted to the under forepart of the wagon
in front of the centre. The front wheels are the rudder
and the large driving wheels are operated like the paddle-
wheels of a side- wheel steamer. There is at present a
big outcry for a new design fpr horseless carriages. This
" latest " may fairly claim to " fill the bill " just to go
on with.
Councillor West, of the Coventry Electric Light
Committee, is urging the Council to supply the current
for charging the storage batteries of motor-cars. The
transformer plant for this purpose would be fixed in the
switch room which it is proposed to have in the centre of
the city, so as to be easily accessible.
Thk motor-car seems likely to enter very largely into
the service of the Continental restaurateurs and hotel
proprietors. Some mechanical vehicles are already
running between, the Riviera Palace Hotel at Nice and
Cimiez, while other services are to be run by the Com-
pagnie Internationale des Grands Hotels to Cannes and
Monte Carlo.
No wonder the untravelled Yankee thinks the Britisher
a " krank " when he reads the trash served up to him by
papers which have the reputation of being at the bead of
American journalism. We have before us an article in a
leading Pittsburg paper seriously dealing with the English
Motor-Car Club and its doings, in a way to bring ridicule
npon all concerned. The article is headed with a sketch
showing a' bevy of frivolous-looking girls taking an airing
upon what appears to be a Pennington motor-carriage,
the legend under the picture being : —
" Feminine Members of the London Motor-Car Club
out for a Spin. (Drawn from a Photograph.) "
The article deals freely with the doings of the Motor-
Car Club, but we hardly think the statements of fact (!)
therein pit forth are likely to be either corroborated or
relished by Mr. Harrington Moore, the Honorary Secretary
of the Club. Such articles are not calculated to add to
the dignity of anybody concerned.
Thk prejudice is still so great amongst the ignorant and
bigoted inhabitants of these Isles, that it behovesall those
interested in the future of motor vehicles to exercise the
greatest care to avoid any transgression of the rules and
regulations laid down for the time being by the authorities
that be. This more especially relates to an excess of
speed beyond the maximum of 12 miles an hour prescribed
by the Board of Trade. Any violation of this vital rule
gives only too readily a peg upon which to hang a com-
plaint by the enemy, and in view of probable revision of
the present rules it cannot be too strongly impressed upon
users of motor vehicles rather to travel under the 12 miles
than over. Like other innovations, the difficulties and
prejudices now existing will be broken down in time, but
it will take all the longer if, at the outset, those who are
now the most interested financially, and should, therefore,
be all the more in a position to grasp this fact, are them-
selves the greatest offenders.
Rkferkino to this very point the Coventry Standard,
which is published at what is termed by a certain set
the " home of the motor-car industry," last week
thought fit to sound a note of warning in the following-
leaderette : —
" It may do no harm to draw attention, through the
medium of a local print, to the fact that, the pace', at
which motor-cars are in some cases being propelled is,
outside Coventry, becoming a matter of criticism and
complaint. Coventry being the home of the motor-car,
mention of the matter in these columns may help to
bring it under the notice of those principally concerned.
Our sympathies, together with those of every well-wisher
of the industries of Coventry, are with the motor-car as
a promising source of industrial activity, and when the
question of restrictive legislation as to speed, <fec, has
been under the consideration of governing bodies, we
have supported the laudable disinclination which has
been shown to hamper and hinder the development of the
new industry by surrounding it with' too stringent condi-
tions. But the fact that this possibility exists makes it
all the more imperative on the part of those who have
the control of the motor-cars already in nse to be
extremely careful, for their own sake, how they risk
creating a hostile spirit by running their. cars at a higher
speed than would seem to be consistent with the safe use
of the roads by the ordinary public. A word to the wise
is sufficient."
As an illustration of how far the above-mentioned
prejudices can go, the following paragraphs, which we
reproduce from the current issue of our excellent con-
temporary, The Road, is worthy to rank with the records
in which we read of some of the effects of the first
introduction of steam locomotives : — ■
" A correspondent at Leamington sends me an amusing
description of a visit paid to that town a few days ago by
a couple of motor-cars, which had rather a bad time of
it. Leamington is a town whose associations and. sur-
. roundings are eminently sporting, not to say horsey, and
anything that does not. in some form or other appertain
to the friend of man can rely upon but a cool reception.
How much more so, then, in the case of a stinking,
snorting machine, which is so entirely opposed to the very
existence of the horse ? The advent of a motor-car in
the streets of Leamington acts in pretty much the same
way as a red rag does to a bull. Hence the fun which
ensued wheu two particularly nasty specimens of the new-
road terror made their appearance there unexpectedly.
" Snuffling, snorting, and quivering, the motor-cars
pulled up — or rather waddled up — to the hospitable door
of Mr. McGregor's well-known Bath Hotel — hospitable,
that is to say, to all genuine users of the road. It is not
necessary to dilate upon the ready welcome and pleasant
reception awaiting travellers as a rule at the Bath hostelry ;
but a line mnst be drawn somewhere, and Mr. McGregor
apparently draws it at motor-cars. The fact remains that
he refused to accommodate these fearsome things any-
where near his premises, and, in view of the presence of
people with sensitive nostrils, to say nothing of several
horses not used to such things as motor-cars, the landlord
cannot be held to blame.
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April, 1897.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
267
" The motor-car passengers were furious, of course ;
but that fact weighed but little with Mr. McGregor, who
keeps his livery stables as livery stables, and does not
let them out as goods and locomotive sheds. So per-
sistent were his unwelcome visitors, however, that the
good services of the law in the person of a local police-
man had, I am told, to be called in. By the time that
the custodian of the peace arrived upon tho scene the
two motor-cars had moved on, much to the relief of the
Bath Hotel proprietor, and to the intense amnsemcnt of
a number of interested spectators, who had, by .sound
and smell — especially the latter — been attracted to tho
scene. If this sort of thing becomes common, special
hotel and stable accommodation will have to be provided
for motor-cars and motor-car passengers."
This all reads very prettily, but somehow we think
should the story be true and the conduct of Mr. publican
McGregor be brought before the licensing magistrates at
tho next Sessions this licensed victualler might find it
difficult to explain the correctness of his views as to his
obligations under the public-house license which he holds.
Possibly the travellers, whoever they may be, will make
themselves heard under the circumstances when the
renewal of Mr. McGregor's license comes on. Licenses
have been recently refused renewal for less offences than
this, and it s ho aid be fully worth the aggrieved indi-
viduals' while bringing it home to persons of this sort
that to continue to participate in the big profits obtained
from being one in a monopoly is subject to tho due
performance of certain decent obligations to the public
set forth under the license when granted to the publican.
This type of person is growing so rich now by reason
of this participation in a monopoly that some of them
are apt to forget that they are still amenable to the law
which imposes certain obligations and regulates the
supply of refreshments, liquid and otherwise, to Her
Majesty's subjects whilst travelling in her realm.
MR. KNIGHT ON MOTOR-CARS.
A 300-MILE RUN ON A PEUGEOT
PHAETON.
Mb. John Henry Knight, of Barfield, Faruham, recently gave
a most interesting lecture on Motor-Cars, at Tougham (Surrey).
Mr. Knight, while admitting that France had taken the lead
in the matter of motor-cars, clearly showed that this was due
to the silly prejudices of English landowners, &c, who at i Hod
the invention of such- motor carriages by making prohibitive
road tolls for such. Just as railways were tiercely opposed,
no were motor-cars, but with this difference in result — whereas
the railway companies had large capital to back them up, and
often had to bribe, the inventors of motor-cars had no such
means of pushing their schemes. He had twice been fined
for running his machine on the road. By means of a lantern,
fitted with the new acetylene gas, Mr. Knight showed photo-
graphs of the various steam and petroleum gas motor-cars
lately invented. He had himself been to France, and tested
the various machines. The Serpollet steam carriage, which he
described, was, he said, a most ingenious and safe invention.
Petroleum gas, however, had proved superior to steam as a
motive power, aud many of the most satisfactory motor-cars
were those worked by this gas. Several inventions were
described and illustrated, and loud cheering was evoked when
a photograph of Mr. Knight on his own petroleum gas tricycle,
which he invented, was thrown ou the screen. To conclude,
Mr. Knight referred to the value which such motor-cars would
prove to tradesmen, professional men, and others, when the
expense of their construction became smaller.
The illustration on this page is the Peugeot. phaeton referred
to by Mr. Wellington in his letter on page 284, taken imme-
diately after the run of 300 miles.
Writing of this performance, a correspondent says tliat "some
sensation was caused in Colchester by its sudden appearance,
when Mr. Wellington took several gentlemen short trips, who
pronounced the sensation agreeable as well as novel, aud in
giving general information stated that orders had already been
placed for 500 cars, and that no fresh cars, therefore, could be
undertaken for several months to come. One gentleman was
driven to his home on the car, covering the distance— 13 miles
—including 20 minutes for stoppages, in five minutes under
the hour, which, considering the state of the roads, was good.
During this run two or three brewers' carts and coal wagons,
that usually win never by any threat or persuasion be made to
get out of" the way of other vehicles, gave the occupants their
blessing (I), and made a more rapid departure from the centre
of the road towards the ditch or fence, as the case might be,
than they had ever done before in their lives. The effect on
the cottagers as the car passed along was curious. Some flew
in precipitous haste to the interior of their dwellings and,
clutching hold of the door-posts, looked on in wonder and fear.
Others advanced with a broad grin, and looked as though they
wanted to run behind. Boys invariably broke into loud
laughter, and hurried after. So, altogether, the ride was
E feasant, and made one ponder over the thought that perhaps
y-and-by motor-cars will be as common as carriages are now,
when roads would be like pavement, and everybody racing —
no horses, no oats, no stables — and nothing to cloud the agricul-
tural horizon but perhaps a few balloons in the sky ! "
WWWWWWVWhi'W*
The GHew Tyro.— The necessity of having a special tyre for
motor vehicles is already being realised by inventors, and
Mr. Glew, of 40, Chancery Lane, is, we understand, about to
place upon the market one of an improved cushion or noiseless
type, especially applicable to road vehicles. On the score of
economy, the rubber being covered by a steel shield, it is
claimed that the durability far exceeds that of the ordinary
plain rubber tyre, the saving in repairs being estimated at quite
£6 per annum for each pair of wheels. The rubber being pro-
tected by the steel covering, a more virgin material can lie used,
thus securing a smoother movement, and to an extent reducing
the vibration. These tyres are easily removed and replaced
without having to call "in a skilled wheelwright ;. they arc free
from suction in damp weather (which is a great consideration
when an increase of draught power is difficult to obtain), are
smart in appearance, ami by Mr. Clew's arrangement the tyre
is practically as noiseless as an ordinary plain rul>l>er tyre.
f -4
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268
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL
[April, 1897.
NOW READY.
Order at once before it is Oat of Prist.
THE AUTOMOTOR
AND
HORSELESS VEHICLE
Diai»iJ and Note M\
FOR
l897.
PRICE 6d. POST FREE 7d.
CONTAINING :
Full Text of the Light Locomotives Act of last
Session, and all Regulations made in pur-
suance thereof.
Illustrations of Typical Carriages and Motors.
Valuable Formulae, Data, and Tables of infinite
service to all Users and Owners of Auto-
motor Vehicles, including:—
Hydrocarbons.
Properties of the Circle.
Temperature of Steam at High Pressures.
Strength and Weight of Various Materials.
Decimal Equivalents.
Practical Notes on Motor- Vehicle Tests.
List of the Leading French Manufacturers of Motor-
Carriages.
List of the Leading Limited Companies dealing, Ac., in
Motor- Carriages .
List of Engineers, Carriage Builders, Ac, taking up the
Motor Industry.
Results of Foreign Speed Trials.
Notes 011 Motive Power.
The Daimler Motor.
Working Rates, Size, Weight, Ac., of Accumulators for
Traction Purposes.
Abel's Flash-Test Apparatus.
Ac, Ac, Ac.
ALSO
A Handy Diary (One Page to the Week) printed
on excellent paper.
NOTICES.
Contributions and article* likely to prove of interest to our reader*
trill receive due attention, but in all ca*e* the name and addret* of the
writer mutt be given, not necessarily for publication.
All matter intended for publication thould reach u* not later than
the 10th of each month. Stamped envelope must be tent if the manu-
script is required to be returned. The Journal it published the
middle of each month.
All Advertisements should be sent to the Advertising Department,
F. King and Co., Limited, 62, St. Martin's Lane, London, W.C.,
where Advertising Sates ma u be had on application.
The Annual Subscription is Is., including prepaid postage to any
part of the world. Single copy Id., pott free.
Cheques and Post Office Orders should be made payable to F. KlKG
axd Co., Limited, and crossed London and County Bank; otherwise
no responsibility will be accepttd.
SPECIAL NOTICE.
The Actomoiok and Horseless Vehicle Jocbnax can be
obtained from all Messrs. W. H. Smith and Son's bookstalls, and
the following Agents : —
Londun : Pottle and Sons, 14 nnd 15, Royal Exchange, E.C.
Wholesale: B-ieit and Co., 5, Pilgrim Street, Ludgatc
Hill, E.C.
Birmingham : J. McCann, 87, Union Stree*..
Manchester : John HsrwooD, Deansgate.
Newcastle -on T^ne : C. C. Rosa, 35, Side.
Paris : Homers Mobeac, 97, Run Nollet.
Victoria (Australia) : Phillips, Ormonde, and Co., 169, Queen
Street, Melbourne.
When any difficulty is experienced in procuring the Journal from
local newsvendors, intending tubtcribert can obtain each issue direct
from the Publishing Office, by forwarding remittance of Is. for
12 months' tubtcription, post free (or at the rale of 7d. per copy).
The Automotor and Horseless Vehicle
Journal.
i RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
APRIL 14tb, 1897.
ANSWERS TO CORRESPONDENTS.
H
It is simply indispensable to all interested in the subject,
ami may be ordered of any vewsvendor or bookseller,
price 6d., or direct fiom the publishers —
Mk.sshs. F. KING A Co. (Limited),
02, ST. MARTIN'S LAN1-J, LONDON, W.C.
FREE BY POST 7d.
E.
M. Bramall (Eastbourne). — (1) There are several books
already published dealing with the subject you mention :
" Autocars," published oy Messrs. Whitaker and Co. ;
" Horseless Road Locomotion," by the same publishers ;
" Carriages "Without Horses Shall Go," and " Power Loco-
motion on the Highway," publisher Win. Gate (Limited).
There are also several other publishers getting works ready
upon the subject, including "Motor-Cars," to be shortly
published by Crosby Lockwood and Son. (2) We are
afraid there will not be many new types of motor-vehicles
where you mention.
A. Walton (Derby). — Many thanks for your good wishes.
Our endeavours are to maintain our success by absolute
inde|>eudeiice.
Hoziek (Co. Wicklow). — We are not personally interested as
owners of any motor-car patents. You will find plenty of
names in the current aud previous issues of our Journal,
both in the text and advertising columns, to enable you to
arrange agencies for New Zealand, &c.
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April, 1897.]
THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
260
D. F. D. (Liverpool). — It is perfectly correct that the British
Motor Syndicate will very shortly have a good stock of
motor- vehicles on hand. We refer you to the current issue
of our Journal for further information upon this point.
Sheadu (Tunbridge Wells).— (1) The address of the Wolseley
Company is Alma Street, Birmingham. (2) We note your
remarks, and our columns are always open to fair criticism.
a Shall be glad to hear from you as suggested. (4) The
iress of the Boots' Fetrocar is 100, Westminster Bridge
Road, London.
R. F. Hall and Co. (Manchester). — We are always glad to
notice any real novelty, but make it a rule to examine
personally first Evidently your novelty is hardly as
important as your letter implies, or you should have spared
time to allow our special representative to inspect the
article at your works when he called. You do not even
supply section as asked. Under the circumstances your
communication savours somewhat of endeavouring to
obtain, with scant justification, a free advertisement
Posting (Norwich). — (1) Solicitors dealing with the matter can
only tell you what the arrangement is. As you have shares
and cannot obtain the return of your niouey, possibly it is
best to hold in hopes of a better price ; but the concern is
hopelessly over-capitalised at the premium price. (2) This
Company appears to be a bond fide concern, and is preparing
to do considerable business, we believe. They have a really
good motor, and we would recommend waiting before
selling.
Wm. Scheu (Leeds).— (1) Our Journal is published about the
loth of each mouth, and should be procurable not later
than the next day by you. If ordered at W. H. Smith aud
Son's railway bookstall, you will always get it immediately.
(2) Your query is too vague re French axles, as there are so
many in use. In the present issue we illustrate Ackermann's
very old steering system, which is probably what you
refer to.
W. Huooins (Pundee).— The address of Mons. Serpollet is
13, Boulevard Malesherbes, Paris.
W. E. (Dewsbury). — Medhurst's gunpowder engine is described
and illustrated in his Patent Specification, No, 2,431,
a.d. 1800, which we are afraid is out of print, but may be
inspected at the Patent Office Library, as well as at a good
many other libraries throughout the country. The idea of
using gunpowder for motive power engines is a very old
one. The suggestions or schemes of Sir Samuel Morland,
Jean de Hautfeuille, and others, all made in the seventeenth
century, are described in some of the steam-engine text-
books. The Patent Records contain a great number of
inventions in this direction, but we do not know of any
books dealing with the subject.
M. G. MoConnell (Manorcuniiigham). — Mons. Serpollet's
address is given above. For England you had better apply
to Mr. G. Hopkins, 30, Parliament Street, London, S.W.
Alan Farie (Lanark, N.B.). — The address of the Wolseley
Company is Alma Street, Aston, Birmingham.
Racrotom (Tunbridge Wells).— We appreciate the points in
your letter, but we prefer letters for publication couched in
milder terms. We are not desirous of unnecessarily bring-
ing ourselves within the Libel Act
"Stbam-for-ever" (Chipping Norton). — (1) The consumption
is not actually known, but would be about 50 per cent, to
100 per cent more than the oil used in the internal com-
bustion engine of the ordinary oil motor. (2) Compound
engines are not used.
Ebor (Liverpool).— (1) We do not know anyone making the
Serpollet Section in this country, but you can obtain solid-
drawn boiler-tube, other than Serpollet Section, from the
Credenda Company, Spencer's, or Lloyd's, &c. (2) We would
suggest your applying to Mr. Shrapnell Smith, 35, Botanic
Road, Wavertree Park, Liverpool, who will be able to put
you in the way of what you want.
W. H. Wyborn (Walmer). — The address of Messrs. New and
Marae is Palace Chambers, Bridge Street, Westminster,
S.W.
ACETYLENE.
The proverbial idiot who searches for a leak in a gas
pipe with a naked light and generally succeeds in locating'
the leak and eternity at about one and the same moment -
of time would be well advised if he left acetylene severely
alone.
Handled with ordinary intelligence and care acetylene
is as safe as coal gas, but being an endothermic coni-
pound, that is one in the formation of which heat has
been absorbed instead of, as is usually the case in the
formation of chemical compounds, liberated, it is evident
that its stored heat mast be again set free when the gas
undergoes decomposition, thereby adding considerably to
the violence of its action, and as it only requires 2°7 per
cent, of acetylene as against 8 per cent, of coal gas to
render its admixture with air explosive, it follows that
the " p. i." should rather depend upon his nasal organs
than upon a Inciter when searching for a leak of acetyT
lene. .
Notwithstanding its being an endothermic compound
the gas at any pressure up to two atmospheres, roughly
30 lbs. per square inch, is perfectly safe from any explo-
sive action per se, as at these low pressures a high
temperature, even np to that caused by the detonation of
a charge of mercuric fulminate in the ga3, simply causes a
purely local decomposition, and any explosion so caused
would not travel more than a few inches from the point
of origin ; but given the gas under higher pressures, such
as obtains when compressed in the liquid state in
cyliuders, and the application of a red heat will cause an
explosion of the whole volume of the gas, the moral of
which is that experimenters should not store cylinders of
the gas in close proximity to a, stove or try to forcibly
unscrew the cap of a supposed empty cylinder with a
4-foot lever, as the assistant to a well-known professor
did, or they may find in their flight through space that
v2 by m, where m equals a 9-inch briok wall, is a quantity
the value of which will interest them no more.
On the other hand, and with rational treatment,
cylinders of liquid acetylene are, for all practical
purposes, perfectly safe, as spontaneous decomposition
and its attendant explosion will not occur until a
temperature of close on 1,400° Fahr. has been reached, a
temperature surely sufficiently high in itself, but which
the timid layman can still farther augment by 100° Fahr.
for every 10 per cent, of coal gas with which he dilutes
his acetylene.
It having recently been proved that the gas will not
form those explosive combinations with copper and the
copper alloys with which it was at first credited, and that
its noxious properties are not any more dangerous than
are those of ordinary coal gas, it only remains to warn
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Ai'Bii., 1897.
those of our readers who may contemplate going in for
acetylene that the calcic carbide made in England is
much purer than that which is imported, and though the
British product is a trifle dearer to buy the yield of gas
per unit of weight is higher.
Regarding the use of acetylene for motor purposes we
have, unfortunately, very little available data, but the
following comparative figures may be of service to those
interested in the subject. It attains its maximum explo-
sive force when the volume per cent, of acetylene in the
air is 7"8. The ignition temperature of the gas is
H'.)6° Fahr., or just 20 per cent, lower than that of coal
gas, while its heat value in calorics is about two and a half
times that of the latter gas. Tested in a two horse-power
g.is engine, with double-acting cylinder, it was found that
•28-4 cubic feet of acetylene per hour gave 2*48 indicated
horse-power, the same engine requiring 85"3 cubic feet,
or almost exactly three times the quantity, of coal gas
to produce the same amount of power. Used as an
illuminant it is about 20 times more powerful than coal
gas ; one cubic foot of the liquid gas sufficing to supply
a 16 candle-power burner for no less than 800 hours.
Messrs. Cohendkt and Co., 166, Quai Jemiuapes, Paris, are
building an acetylene motor to the design of M. Raoul Pietet.
The motor will have three cylinders, and will be 10 horse-
power.
SPEED INDICATOR.
«
A novel arrangement for giving an audible indication that
the speed limit has been attained is shown herewith. The
action of the apparatus is of course due to the fact that the
arms, <j, g, are caused to fly out uentrifugally when the speed of
the spindle,/, reachei the predetermined point. Thia causes the
hammer, g1, </', to stiike the gong, b, so warning all concerned of
non
the speed at which the vehicle is moving. The other details are
sufficiently clear, a being the hub of the wheel to which the
apparatus is attached, the gong, b, being mounted on an arm, c,
rigidly bolted to a bracket, d, secured to the axle, e, on which the
huh rotates. Mr. John Clements, of 360, Coldharbour Lane,
Brixton, is the inventor of this signalling apparatus.
LAW REPORTS.
When writing to advertisers please mention "The Auto-
Motor and Horseless Vehicle Journal."
! The Dublin Pneumatic Tyre Deal— Dunlop v.
Maccabe— Judgment for the Plaintiff.
! Judgment was given on the 18th ultimo in Dublin, by the
Vice -Chancellor, in the case of Dunlop t>. Maccabe, which
involved a sum of £10,500, and which was at hearing for nearly
a week. The plaintiff, who is the inventor of the Dunlop tyre,
sought a re-transfer by the defendant, Dr. Maccabe, to himself,
of any of 2,000 shares in the Pneumatic Tyre Comjiany undis-
posed of, which the plaintiff charges that the defendant obtained
to make sale of and re-transfer as his agent. The plaintiff
further charges that the defendant obtained the execution of
the transfer and legal ownership of the shares by fraudulent
representations and fraudulent concealment. An account of
defendant's dealings with the shares was sought, and also
| damages. In giving judgment in favour of the plaintiff, the
i Vice-Chancellor went carefully over all the facts deposed to in
, the evidence. Regarding the interview between plaintiff and
i defendant, his Lordship said there was, of course, a direct
' conflict of testimony as to what passed between them then ; but,
j in weighing their evidence, he could not give the same credit to
, the men who formed the deliberate purpose of what he must
designate as defrauding the plaintiff out of his shares, as he did
to the plaintiff, who appeared to have acted honestly in this
transaction. The defendant had difficulties to contend with in
proposing to the plaintiff the purchase of 2,000 shares. He
dared not tell the plaintiff that it was by the advice of Du Cros
that he was offering to purchase, or that Du Cros was to lend
him the money for the purchase ; for the plaintiff would have
at once seen that there was more in the matter than an ordinary
purchase. He now came to a very grave portion of the case,
namely, the transaction about the letter of Du Cros to the
defendant, written on the morning of 29tb March. That a letter
was written by Du Cros to the defendant, which was produced
by the defendant to the plaintiff on the Sunday morning, was
undisputed ; but there was a very great controversy as to its
contents. The letter was not forthcoming, and it was the
only document that was not forthcoming. The defendant
said he kept this letter in his pocket for al>out a week
and destroyed it, a^ he considered it of no value. He could
not credit this statement. He knew well he had produced
it to the plaintiff for the purpose of inducing him to sell
his shares. He gave it to him to take upstairs to show
his wife, in order to overcome her advice to her husband not to
sell. This was not a letter which a person like the defendant
would be likely to keep for a week in his pocket, and then
destroy as of no value. But that was not all. The defendant
must have known it would have been of great importance to
his case to have something more than a mere verbal statement
from memory of the contents of such a letter, and accordingly
a document was prepared by Du Cros, at the instance of
defendant, and described as a memorandum of the letter. It
appeared that it was prepared in the month of September,
which was aftar this action was brought. There was a very
serious contradiction between the parties as to the true contents
of the letter, and it was important for the decision as to which
version was the true one to bear in mind the relative positions
of the parties when it was written. He could not account for
the great haste of Du Cros in writing a letter merely for that
fiurpose on Sunday morning, and sending it. by his servant on
lorseback to the defendant. But that letter was not so com-
piled, no matter which version was the true one. There was
evidently something more to be communicated, and so the
I letter showed. It seemed an extraordinary coincidence that
' a letter should be despatched in haste by Du Cros to the
j defendant unsolicited, which should come to the defendant's
hands exactly at the time he wanted it in order to work on the
| plaintiff. It was difficult to believe that some communication
did not ]Muss between the defendant and Du Cros which led to
' the writing of that letter. As soon as the defendant* got the
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THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL,
271
letter he took it with him to the plaintiffs house and showed it
to him. The plaintiff took it up t» his wife, who was unwell
and in her room, and the result was that the bargain between
the plaintiff and defendant was closed. He had no doubt that
it was the production of this letter that induced plaintiff to sell.
He was satisfied the letter produped to the plaintiff, and shown
by him to his wife, was understood by both of them as showing
the opinion of Du Cros that as a matter of prudence it would
be well to sell the shares at £7, and that it , produced the
intended effect, and induced the plaintiff to agree to sell them
to the defendant. This established the Beoond case of fraud
relied on by the plaintiff. After going fully into the other
matters in the case, his Lordship, in conclusion, held that the
defendant had been guilty of fraud and misrepresentation, and
declared that the sale by the plaintiff to the defendant of
2,000 shares in the Pneumatic Tyre Company was procured by
the fraud of the defendant, and adjudged him to pay to the
plaintiff all profits realised by him by resale or other dealings
hi the share », aud directed an account of such profits, with
interest at 4 per cent. He should adjudge tbe defendant to
pay all costs. A stay was put on the order, pending an appeal,
the defendant to lodge £5,000 within a fortnight, and a further
sum of £2,500 within an additional week, th,e defendant to
speed the appeal.
Cycle Components as a Monopoly.
Ik the C«urt of Appeal, on the 31st ultimo, before Lords
Justices Lindley, A. L. Smith, and Rigby, Mr. Fletcher
Moulton, Q.C., with whom was Mr. Walter, appeared on behalf
of the Cycle Components Manufacturing Company (Limited) in
support of an appeal from a decision of Mr. Justice Kekewich,
refusing to grant an injunction restraining the Standard Weld-
less Tube and Cycle Components (Limited) from trading under
their present title, or from in any way using the term cycle
components as a part of their title, or in a way calculated
to deceive the public into believing that the defendants were
connected with the plaintiff company. The defendants relied
upon affidavits, showing that the words objected to were used
by many firms ; aud Mr. Justice Kekewich, without calling
upon the other side, gave judgment in their favour, remarking
that the case illustrated the anxious desire of many people to
appropiate a bit of the English language. There seemed to be
no reason why the defendant company or auy other company
should not manufacture cycle components, and why, if they did
so, they should not state so. Their Lordships now upheld the
decision in the Court below, and dismissed the appeal, with
C08tS.
Company Promotion.
On the 1st met., before Mr. Justice Bruce and a special jury,
the case of Evans v. Hart was an action brought by Mr. Edward
Jones Evans, a member of the Bristol Stock Exchange, against
Mr. William Hart, to recover £787 10*. alleged to be due to
plaintiff on a letter signed by defendant on June 9th last.
Defendant admitted the letter, but said it did not contain the
true contract.
Lord Coleridge, Q.C., aud Mr. Ernest Pollock appeared for
the plaintiff ; while Mr. Dickens, Q.C., and Mr. A. J. David
represented the defendant. '
Lord Coleridge said in June last a Company was to be
floated called the New Beeston Cycle Compauy, with a capital
of £1,000,000, and the chief promoter was Mr. H. J. Lawson,
who, being anxious to introduce the matter in as large and
wide a manner as possible, selected the plaintiff to act for him
in the West of England. Mr. Lawson consulted with the
plaintiff as to engaging a broker to act for him in London, and
the plaintiff selected the defendant, whom he had known as a
broker on the London Stock Exchange for many years. Mr.
Lawson engaged the defendant, and agreed that in consideration
of the defendant permitting his name to lie used in connection
with the prospectus of the Company as the Loudon broker, aud
pushing the business amongst his clients, to pay him, within
one month of the Company going to allotment, a fee of 2,000
guineas, together with the usual commission of bt. per share
in all shares allotted to his clients. On the same day the
defendant handed the plaintiff a letter agreeing to pay him
750 guineas out of his fee as soon as he received it. _ The
defendant, being unable to get the amount of his claim, issued
a writ against Mr. Lawson, and the case was settled, the
defendant receiving 1,500 guineas aud £500 in shares. The
defendant, in a letter to his solicitor, asked if he should pay
the plaintiff 25 per cent on the first half of the 1,500 guineas,
50 per cent on the second half, and his proportion of the
shares, and these sums, when totalled up, came within a
shilling of the sum now claimed. The plaintiff would be quite
content to take this sum, and would make the defendant a
present of the shilling. (Laughter.)
Mr. David : Such generosity overpowers me. (lienewed
laughter.)
The plaintiff was then called, and bore out the opening
statement of counsel.
Mr. David, on behalf of the defendant, submitted that under
the agreement the plaintiff was oidy entitled to recover a
proportion of the compromised sum, seeing that it was a
reasonable and proper thing to compromise the action, aud
that he had been offered £525 as his proportion.
The jury found for plaintiff for the amount . claimed.
Judgment accordingly.
Underwriting Motor Shares.
On the 1st inst, in the London Lord Mayor's Court, before
the Common Serjeant (Sir Forrest Fulton, Q.C.) and a jury, the
case of Carnage v. Marshall was disposed of. The plaintiff,
Mr. A. M. Gamage, athletic outfitter, sued the defendant, Mr.
Marshall, to recover the sum of £20, and damages, for breach
of an underwriting contract in the London Electric Omnibus
Company. According to counsel's statement, early in last year
the defendant was bringing out the London Electric Omnibus
Company (Limited), and an arrangement was made with the
plaintiff by which, in consideration of his underwriting 400 of
the shares, he was to receive 5 per cent in cash and 10 per cent,
in fully paid up shares. Under this contract tbe plaintiff had
had to fake up 160 shares. There was at the time a boom in
this class of shares, and if the plaintiff had had delivery he
could have sold those due to him for commission at a premium,
as he had done those taken up by him. At the present time
the shares were practically unsaleable. After hearing counsel
for the defendant, the learned Common Serjeant said the case
was practically undefended, and the only question wa« that of
damages. Eventually the jury returned a verdict for the
plaintiff for £66 '5*., including a sum of £20 paid into Court by
the defendant.
^tf^j^^^^^fc
A lecturer at Dover College, who appears to be a humorist,
has amused his audience considerably by the conjugation of a
new verb. It is worth recording, especially as the spirit of the
joke is equally applicable to the acquisition by a novice of a
fresh vouug horse and cart, or a timid learner of the bicycle.
Life was too short, he said, for such sentences as " I am going
to ride my motorcar this morning." There had long been the
verb to " bike " ; there must now be the verb to " mote." The
active voice, present- tense, ran somewhat thus : " I mote, thou
stokest he looks out for the police, we're getting on, you run us
into a lamp post, they pay the damages." The imperative rau :
" Mote me by moonlight "alone," and " Mote ye, or perish in the
attempt." The present subjunctive was : "I may mote, thou
mayest buy me a motor, he may think better of it."
For the Irish and Scutch Regulations of Motors, see Tub
AuTOMOTOR AND HORSELESS VEHICLE DlARV AND PoCKET-BoOK
for 1897, which contains over 100 pages of information. Price
dd. ; post free, Id., of Messrs. F. King and Co., 62, St. Martin's
Lane, Loudon, W.C.
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■THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[A MIL, 1897.
THE MORS MOTOR-CAR.
One of the most conscientious French engineers endeavouring
to produce a perfect motor-vehicle is M. Emile Mors, of 48,
Rue du Theatre, Paris. In a recent interview with the repre-
sentative of The Engineer he gave some interesting particulars
of his latest type, which we illustrate, as being of value to
workers for an ideal car in this country. M. Mors's present
carriage is fitted with a water reservoir under the fore part of
the carriage, the water circulating through a coil of ribbed
cooling pipes.
The motor is composed
of four cylinders inclined
in pairs at an angle of
45 degrees, the pistons
working on a single
crank. While one pair
of pistons is compressing
the gas mixture the other
pair is performing its
active stroke, so that the
crank receives two thrusts
at each revolution. By
this arrangement the
motor is able to run very
steadily, and there is said
to be an almost entire
absence of vibration when
the transmission mechan-
ism is thrown out of gear.
Above the crank is a dis-
tributing shaft geared
down to half the speed
by pinions, and this shaft
carries cams for actuating
the valves, which are en-
closed in the upper part of the ribbed cylinders, and the
electrical igniters. Each cylinder has an inlet valve opened by
simple pressure ; the exhaust valve is operated by a rod, one end
of which presses on a cam on the distributing shaft. As the
piston makes its downward stroke a volume of air, which has
been carburated in a special apparatus, is drawn through the
valve, and is compressed by the piston making its upward stroke,
and then exploded by electricity. The piston is thus driven
forward again, and at the moment of returning the cam on the
distributor opens the exhaust valve and allows the piston to
expel the burnt gases. The electricity is provided by a small
dynamo driven by friction by the fly-wheel and generating
enough current to explode the mixture and keep the accumulator
permanently charged. The accumulator is only employed for
starting the vehicle. The current from the dynamo passes
through an extra-current bobbin, and is conveyed inside each
cylinder where a " breaking spark " is produced by means of a
couple of pallets and an insulated rod, the pallets being operated
by cams on the distributing shaft. This spark is certain and
instantaneous in its action, and all danger of erratic explosions
is said to be avoided.
The carburator is of a special type invented by M. Mors, and
is intended to provide a perfectly regular supply of gas mixture
for the engine, so as to
prevent the dangers inci-
dental to such appliances
where the supply of mix-
ture is liable to be in
excess of the needs. The
spirit flows by a pipe into
a receptacle in which there
is a float. When the spirit
reaches a certain level, the
float rises and shuts a
valve, thus cutting off
further supplies until the
level of the spirit in the
receptacle again drops,
when the valve is -of
course opened. From this
' receptacle the spirit flows
up through a pipe into an
atomiser in the shape of
an inverted cone, and a
quantity of air equal to
that represented by the
downward stroke of the
pistou enters through a
pipe and mixes with the
spirit. The quantity of air admitted and the density of the
mixture may be regulated with the greatest nicety by means
of screws.
The crank of the motor is geared on to the countershaft by
bevel pinions, one of which serves for the forward movement
and the other for reversing. Leather belting transmits the
power from the countershaft to the driving axle, and the speed
is varied by moving the belting on to one or other of the pulleys.
The mechanism is thrown out of gear by a pedal, and another
acts on the brake with such force .as to stop it almost instantly.
The carriage complete weighs only 570 kilos., and, running at
from 300 to 1,600 revolutions a minute according to needs, the
motor will, it is stated, give nearly 6 horse-power on the brake.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL,
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The vehicle will attain speeds of 1ft miles an hour on the level,
and will climb gradients of 12 per cent, at 6'5 miles an hour. It
is elaimed that once the carriage is started it will run for
10 hours without its being necessary to renew supplies of water
or petroleum, or to pay any attention to the machinery. The
oiling is done automatically ; in fact, the whole carriage has
been designed to avoid the necessity of any attention being
given to it once the eBgine is started. M. Mors is about to
carry out extensions to his work* so as to be able to build his
new vehicles on a large scale, and he hopes in a month's time to
be able to start delivering them, having already taken orders for
240 carriages.
iS\*^VW*«WW«*WW^W»SWWV
BUSINESS NOTES.
Tub British Motor Syndicate have taken the ground floor
premises at 40, Holborn Viaduct, which have hitherto been
occupied by the Daimler Motor Company, and purpose using
them as a show room for their carriages. The Daimler Com-
pany have removed their head offices to Nos. 219 to 229,
Shaftesbury Avenue, W. C.
Messrs. Conzk and Simon have taken into partnership Mr.
Herbert Berry, who lately represented Messrs. Siemens Bros,
and Co. (Limited). The name of the Company has been altered
to Simon, Berry, and Co., and all debts due to Conze and Simon
will be taken over by the firm under the new style, and like-
wise all liabilities will be paid bj the new partners. It is their
intention to conduct the business upon the same lines as hereto-
fore.
Wi regret to hear that, a few days after going to press with
our last number, a serious tire occurred at the works of Messrs.
Peugeot of Lille (France). We understand this will not inter-
fere with the business of the firm, and that fortunately prac-
tically no serious injury was done so far as the Motor-Car
Department is concerned.
The Secretary of the I.E S. Accumulator Company (Limited),
notifies that the head offices of the Company have been removed
to 78 and 79, Palace Chambers, Bridge Street, Westminster,
London.
»—-
Thb London Electric Omnibus Company (Limited) intimates
that Mr. F. S. Tomkins has been appointed the Secretary of the
Company, and that the registered office of the company is now
No. 6, Northumberland Avenue, Charing Cross, London, W.C.
The Tubeless Pneumatic Tyre and Capon Heaton (Limited)
has, we understand, served the Trench Tubeless Tyre Company
(Limited) with writs for infringements of its patents.
Messrs. J. and C. Stirling, of the Hamilton Carriage Works,
Hamilton, N.B., are now prepared to accept orders for their
motor dogcarts, stanhopes, victorias, wagonettes, and vans, for
delivery in April, May, and Juue, and will shortly issue a
catalogue. They use the Daimler motor.
A new motor-car wheel and special puncture-proof tyre for
light and heavy weights under any pressure of inflation is about
to be placed on the market by the Aquinas Cycle and Motor
Company, Aquinas Street, London, S.E. The actual patentee
is Mr. J. D. Stidder, and from the special designs wnicn we
have had the pleasure of inspecting we gather that the invention
consists of new ball hubs with self-containing oil chambers,
which can easily be taken off and on the axles, it being rendered
practically impossible for any dirt or grit to pass on the inside.
There is also a provision for oiling and for regulating the oil to
a given height in the chamber, with a waste draw-off when it
has done its duty. The driving wheel hub and ball box are of
a rather novel construction, and are easily taken apart or refitted,
and in order to avoid vibration are worked in slides. The
wheels can be made of iron or wood, and the fellies are secured
by being pressed to the tongue of the spokes and by having a
spring socket with a screw dowel, the end of the tongue expand-
ing so that it cannot disconnect itself from the felly ; for repairs
you simply unscrew the expanding block and the fellies can be
taken off without damage. The tyres, Mr. Stidder claims, are
inflated with a new mode of action, and are specially adapted
for carrying heavy weights, being unpuncturable. Mr. Stidder
also has another solid form of tyre, which is attached on short
lengths of steel bands of a particular section, and in case of any
damage to one part it can be set right by removing one con-
nection and replacing it by a new section of tyre of any length
required.
REVIEWS OF BOOKS.
"Horseless Carriages."
gate. Price 6#.
By J. E. Tdke, Burleigh Villa, Harro-
This is a carefully put together little pamphlet, written by
the author with the idea that it might prove useful in giving
some information about horseless vehicles to those whose
curiosity is large and whose practical knowledge is small. In
about 24 pages Mr. Tuke has given well condensed particulars
of the ancient history of Self-propelled Vehicles, the present
position of steam, oil, and electricity, whilst the text of the new
Act, and hints on the management and use of oil motors, brings
the booklet to a close.
»
The British Motor Syndicate have issued what they call their
" Monthly Trade Circular," which appears to be made up of a
review of the present position of the Company. From a trade
point of view the title of this latest production of the " B.M.S."
is a misnomer, as for all practical purposes there is nothing of
interest to the trade. The document chiefly deals with the
financial position, prospective dividends, and price of shares, &c,
and we think it would be more to the point, if the intention of
publishing this document regularly is adhered to, if there were
a little less detail emanating from the finance department, and
a little more information likely to be useful to members of the
trade, who are desirous of assisting in securing part of the
coming motor-car business.
We are in receipt of the current number of the "Coach-
builders' Art Journal," from Messrs. J. and C. Cooper, of 64
Long Acre. We are glad to notice that this excellently got up
journal is taking the motor-car building seriously in hand from
the coachbuilder's point of view. There is no doubt a big scope
for the practical coachbuildcr to join hands with the engineer
in turning out a perfect vehicle, and we trust that the leaden
in the trade will in every way assist to that end, setting aside
all prejudice. It certainly will not be the fault of our contem-
porary if this does not come about, and amongst several
well-produced plates given with the issue is a charming design
for an elegant park motor-car.
IWWV«<VMA«tAAAMAMA
A motor-omnibus, constructed to carry about six persons,
was placed on the streets of Birmingham last week by the
Birmingham Motor - Omnibus Company. Several journeys
between Colraore Row and Five Ways, and between New Street
and Five Ways, were made i but as the vehicle had not received
its formal license from the Watch Committee, the driver was
unable to pick up the crowd of would-be fares who crowded up
to take their places.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL
[Afbil, 1897.
THE NEW-MAYNE ELECTRIC RUDDER-MOTOR,
An ingenious method of adapting an electric motor to the
propulsion of a boat, without in any way interfering with the
structural arrangements of the same, is shown in the accom-
panying illustrations.
The New-Mayne rudder-motor is not by any means an inno-
vation, but the 1897 model contains so many improvements as to
the result of any collision or careless handling. Further addi-
tional improvements allow of the commutator and brushes being
inspected while the motor is running, which, as now arranged,
it will do for long periods without lubrication.
As will be seen from the part sectional elevation the motor
rudder is fitted to an adjustable frame, and this is attached to
the stern of the boat in the ordinary manner, and all the
bearing surfaces "being ample there is no vibration, the frame
being' held perfectly rigid by two small pads pressed against the
stem of the boat by thumbscrews. The propeller moving as
Obdinaky Boat Fitted with New-Mayke Ruddee-Motor.
render it now practically perfect. In the new type the efficiency
of the machine has not only been greatly increased, but the
weight of each' sise has been considerably reduced, while at
the same time the insulating properties have been enhanced by
a special patented process, so much so that no breakdown takes
place, even though water should leak into the motor case as
Sectional Elevatiom of Ruddeb asp Motob,
it does away from the keel line of the boat, adds greatly to the
steering qualities, but as the rudder area is made sufficient by
means of the fin above the motor case, the rudder answers
in the ordinary way when sailing or rowing. Electrically the
motor is peculiar, in that the field magnet revolves within the
armature, and drives, bv means of bevel gearing, a vertical
shaft, by which commutation is effected in the
manner shown, the connections from the sections,
of the armature being taken up the interior of the
supporting tube to the segments of the commutator,
which is fixed near the top of the vertical shaft,
The commutator is stationary and the- brushes
revolve. This arrangement does not prevent a
fairly high electrical efficiency being attained.' The
necessary current is supplied from secondary cells,
the motor being controlled by a regulating and
reversing switch. Electrical connection between
the switch and motor is made by means of the
rudder lines, which terminate with metal plugs, and
these fit into sockets provided on the switch.
Vk The motors are listed from half horse-power to
J^—_jl two horse-power, but can be made to four horse-
<J ~4$J) power, the weight of a one horse-power, motor
rudder, exclusive of batteries and switching gear,
being 110 llw.
A. New Lubricant. — A serious difficulty which
arises in the use of motor-cars is the necessity of
having a first-class lubricant, it being essential that
the body should be just sufficient to keep the
rubbing surfaces apart and prevent abrasion of the
metal, whilst the flashing point should be very high
in consequence of the heat, and in the case of acid
being present, corrosion of the metal roust necessarily
follow. We understand there are several firms at the
present moment who are endeavouring to meet these
special requirements, and we have just received
from the Britannia Supply Company, of 49, Lime
Street, E.C., a sample of a special oil which they are
about to place on the market, for which they claim
that the flashing point is from about 350° to 400",
and that, in regard to the body and its freedom from
acid, they are prepared to guarantee their commodity
as fully meeting the requirements in both cases.
They also appear to have got over the difficulty of the
residue which remains in the cylinder, thereby clog-
ging the engines, as the Britannia Motor Oil is a pure
petroleum product instead of the usual made-up oil
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
275
A PRESTON MOTOR-CAR FACTORY.
— i —
Striking evidence, of the commencement of the new era in
locomotion is afforded by a visit to the works of Messrs. T.
Coulthard and Co., Preston.
This well-known firm of engineers has taken up in earnest the
construction of automotors, having erected large works, well
supplied with special tools for this purpose.
Messrs. Coulthard have iu hand several vehicles fitted with
" Pennington " motors. One of these, shown in the adjoiniug
illustration, is a motor-car built, we understand, to carry eight
or nine passengers aud a ton of luggage. The car is fitted with
a 16 horse-jtower Pennington motor and carries two tanks of
50 gallons capacity for supplying the motor with oil and water.
Messrs. Coulthard are building several of these cars for the
West Australian Freight and Express Company, of Southport,
for use on the gold fields of Western Australia. An interesting
feature in this vehicle is the dispensing entirely with carriage
springs by the use of wheels built upon cycle lines with ball
bearings, and fitted with 9-iuch pneumatic non-
puncturable tyres. These tyres, attached to one of
the above-named cars, have been very thoroughly
tested by Messrs. Coulthard over very rough ground,
and have been found to give entire satisfaction.
Another type of carriage, and one which has
apparently an important future before it, is the
" Lancashire" autocar, shown by the annexed illustra-
tion, the design of which has been registered by
Messrs. Coulthard.
This car has been specially designed to meet the
requirements of those who desire a light, compact,
yet strong and durable vehicle for ordinary use.
The " Lancashire " is fitted with a powerful Penning-
ton motor, having two different speeds, as well as a
reversing motion.
The body is hung on springs, rendering it quite
independent of the frame which carries the motor
and gearing. In consequence of this, the vibration
of the motor is taken up by the special arrangement
of springs, instead of being communicated to the
carnage oody and its occupants.
A very different kind of vehicle, also bnUt by the firm, in
striking contrast to the last-named, fa a large freight wagon, to
ciirry a load of 10 tons, and fitted with a motor of 25 horse-
power.
We gather from Messrs. Coulthard that they have some
difficulty in satisfying the demands of customers for quick
delivery, as the latter do not sufficiently recognise what a
variety of points in this new industry have to be carefully
considered, tested, and approved before being carried out in the
construction of the vehicles to ensure their giving
entire satisfaction.
The majority of the public, which does not
understand the practical side of motor-car build-
ing, expected to see thousands of these vehicles
overrunning the country within a week of the
passing of the new Act, imagining that they
could he turned out at a moment's notice. Hence
the mistaken idea amongst the ignorant that -the
motor-car boom is a thing of the past It will
not be long now, we think, before th*-y have a
sharp awakening, and it is as well for the future
of the industry that the new vehicles have not
been "rushed" in manufacture, but have been
delayed by the various makers like Messrs.
Coulthard and Co., who, having a reputation to
lose, are determined that what they do deliver
shall not impair it.
W«MMAMMAMMMMMMAM<^
The Motor Hills, Coventry. — The confusion as
to the ownership of the Motor Mills, Coventry,
is, to a certain extent, explained by a letter
addressed by Mr. £. T. Pennington to the Dublin
Press. In it he states that these mills are the
property of the Great Horseless Carriage Com-
pany, and they at present occupy the first story,
recently used by the Humber Company, and the-
third story ; while they rent the second story to
him at £400 per annum, for the manufacture of
the Pennington motors, and the fourth story
to the Beestou Tyre Company. Then, on the ground
i floor, brick extensions have been erected which are used
, for the works of the Daimler Company. The Motor Mills
have a 300 horse-power steam engine, which is arranged
! to drive the shafting on the different floors, by means
i of rope transmission. While this ' power can be utilised,
■Mr. Pennington at present does not use it, as he prefers
] to drive his works by means of his own engines. We under-
stand the prospectus of the new Irish Company to carry
' on Mr. Pennington's works in Dublin will be issued in a few
days.
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,276
THE AvTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[April, 1897.
Sell- Propelled
Traffic Association.
(Incorporated iyS/ta'al /Jena of Ike Board of Trade, under the
Companies Acts, *B6a to 1890.)
Hrrstfltni.
BIB DAVH) SALOMONS, Bart.
$itt-|)rt»ibtnis.
BIB FREDEBICK BB.AMWELL, Bart. JOHN PHIUPSON, Esq., J.P.
ALEXANDER SIEMENS, Esq.
6ciural Council.
Marquess ok Abbrgavenny, K.G.
Rt. Hon. G. J. Shaw-Lbfevre.
Sir Albert K. Roi.litt, D.C.L., LL.D.. M.P.
Sir Henry Trueman Wood (Secretary Society of Arts).
Prof. Vernon C. Boys, F.R.S.
J. W. Maclure, Esq.. M.P.
W. Worby Beaumont, Esq., M. Inst. C.E.
William Cross, Esq, M. Inst. C.E: (Newtistle-on-Tyne).
J. Irving Courtenay, Esq. •
Walter Hancock, Esq., M. Inst. E.E.'
J. T. Hopwood, Esq. -.•!'■
G. J. Jacobs, Esq., F.R.A.S.-
John H. Knight, Esq. (Farnham).
H. D. Marshall, Esq. (Gainsborough).
J. A. McNaught, Esq. (Worcester).
Boverton Redwood, Esq. (London).
George Stephenson, Esq. (Nqwcastle-on-Tyne).
Alfred R. Sennett, Esq., A.M.I.C.E.. M.I.M.E.
E. R. Shipton, Esq. (Secretary Cyclists' Touring Club). ••
LIVERPOOL AND DISTRICT CENTRE.
President— The Right Hon. The Earl of Derby, G.C.B.
VicePresiJents—ll. Percy Boulnois, Esq., M. Inst. C.E. ; Alfrbd
Holt, Esq., M. Inst. C.E, and Alfred L. Jones, Esq., J P.
Members of Council— Maunsell C. Bannister, Esq., Assoc M.
Inst. C.E. j John A. Brodie, Esq., Wh. Sc, Assoc. M. Inst.
C.E., M. Inn. Mech. E. ; Everard R. Calthrop, Esq. ; S. B.
Cottrell, Esq., M. Inst. C.E., M. Inst. Mech. E. ; George
H. Cox, Esq. j A. Bromley Holmes, Esq., M. Inst. C.E. ;
A. G. Lyster, Esq., M. Inst. C.E. ; Arthur Musker, Esq. ;
G. Fredk. Ransome, Esq. ; Henry H. West, Esq., M. Inst.
C.E., M. Inst. N.A. ; John Wilson, Esq. ; John T. Wood,
Esq., M. Inst. C.E.
Hon. Solicitor— -Lawrbnce Jones, Esq.
Hon. Local Secretary— E. SHRAPNELL SMITH, Esq.,. The Royal
Institution, Colquitt Street, Liverpool.
GLASGOW AND WEST OP SCOTLAND CENTRE.
Hon. Local Secretaries— Messrs. MITCHELL & SMITH, C.A., 59,
St. Vincent Street, Glasgow.
Solicitor!.
Messrs. LUMLE7 A LUMLET, 37, Conduit Street, London, W.
jStcretnrg.
ANDW. W. BARB, 30, Moo-gate Street, London, E.C.
Some of the objects for which the Association is established are : —
To originate and promote improvement in the Law frnm »im» in
time directly or indirectly affecting self-propelliK
locomotive road traffic,, and to support or oppoi
such Law, and for the purposes aforesaid totatte
proceedings as the Association may deem expedient..
To popularise and a-sist the development of self-propelled
vehicular and locomotive road traffic, and for this purpose to
take such steps and proceedings as the Association may deem
expedient.
To take or defend any proceedings on behalf or against the
Association or its members, which in the interests of the
Association or the members thereof may seem to the Association
expedient to take or defend. Provided that no such proceedings
shall be taken or defended on the part of the members of the
Association except in the bona fide furtherance of some object of
the Association of a public or quasi public nature.
To promote the scientific knowledge of the construction and
propelling of all kinds of self-propelled vehicles or locomotive",
by means of competitions, exhibitions, by giving of pr'zes, or in
such manner and on such conditions as may be found desirable.
Subscription £1 Is. per annum.
Prerident ,. Sir David Salomons, Bart.
SecretaHp '. ._.-' ■ .. ... Ahdhbtt W. Barb, Esq.
President of tie Liverpool Centre The Earl of Dkbbt, G.C.B.
Hon. Local Secretary .. .. E. SnBAPXBLL Smith, Esq.
Semi ■ Official .Journal of tbe\ The Abtomotor ikd Hobse-
Aesociation. . . { lbss Vehicle Journal.
The Honorary Secretary of the Self-Propelled Traffic Asso-
ciation (Liverpool and district centre), Mr. E. Shrapnel 1 Smith,
has been elected a- member of the special light railway com-
mittee' of the Liverpool Incorporated Chamber of Commerce.
This body is makfcg an exhaustive inquiry into the question
of improved meanS of transit for goods between Liverpool and
the manufacturing towns, and it is satisfactory to know that
so energetic a gentleman as Mr. Shrapnell Smith is a member
of the Committee, as the claims of motor- wagons, &c, on the
road can be safely left in his hands.
AN EARLY MOTOR-CAR.
By J. H. Knioht.
The steam-carriage shown in the illustration was made in the
years 1868-1870. Originally it was fitted with a single cylinder,
5 inches by 7 inches, driving the road wheel, or rather one
wheel only, by a pitch chain geared as 1 to 6. With the single
cylinder it was found very difficult to start on rising ground, and
after running some months was altered ; two cylinders, 5 inches
by 7 inches, were put in, but the gearing reduced to 1 to 4.
This was a great improvement, but after some time the boiler,
a vertical multi-tubular, gave trouble ; there was great difficulty
in keeping the tubes tight, and it also gave trouble through
priming, therefore it was altered to a Field boiler.
The steering wheels, 2 feet 8 inches diameter, were only about
2 feet gauge. Steering was done by a tiller, but the arc through
which the tiller moved was twice that of the steering wheels ;
this gave the steersman good control over the steering.
The weight empty was about 32 cwt., three passengers sat on
the seat side by side, a fourth (makiDg a fifth with the stoker)
was sometimes carried on the firing platform. On fair roads
about eight miles an hour was maintained. The engines- were
far from economical, and used more fuel and water than they
should have doue. Water for about six or seven miles was
carried in a tank under the engines. Coal for about 18 miles
was carried in a bunker at the back.
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April, 1897.]
THE AUTOMOTOR AND HORNLESS VEHICLE JOURNAL.
277
Looking back after 25 years, it is easy to see what mistakes
were made in construction. The slide valves and pistons were
not easily accessible, and, after a short time, became leaky and
wasted steam. The boiler was unnecessarily heavy ; it would
have been improved by a fire-brick baffle in the fire-box; a
feed-water heater would have been a considerable help. If the
boiler had been stoked carefully and with a thin fire, doubtless
better results would have been obtained. A very sharp blast
was required, and it was impossible to burn coke so a soft oal
was used and, consequently, there was a great quantity of smoke ■
at times. If the boiler primed (and the original boiler would
sometimes suddenly prime for a few minutes), the passengers
were covered with a black ra:n. Many of these difficulties were
overcome, and in 1870 and 1871 some vervgood runs were made.
A hill about three quarters of a mile in length, with one sharp
nse of 1 in 11, was ascended on three or four occasions. After
using the steamer for three or four years it was suld and con-
verted by the purchaser into a small traction-engine.
In the early seventies, although the red flag Act was in force,
the writer was only once stopped by the police, and then only
i ame and address demanded. This caused a rather amusing
rumour. Some passer-
by who hud seen the
police inspector stop
the carriage reported
that the passengers
had all been arrested,
handcu fled, and walked
off to prison ; a few
miles further on a
breakdown occurred
which delayed the
return of the steamer
till late at night, and
this report was in
some instances really
credited.
On one occasion
what might have been
a very serious accident
was avoided ; a pin
came out of one of the
levers in the steering
gear, the carriage
turned sharp round
and rau through the
hedge ; if it had turned
to the right instead of
the left it would have
gone down a steep
bank some 5 or 6 feet An Eakly
high into a pond, and
most probably would have turned over on the slope.
Another time the chiin broke and the carriage ran away
down a long hill, and was only stopped by running it into the
bank, with no further damage than smashing the steering handle
and carrying off a few yards of fencing.
The pressure at first carried was 1 10 lbs. and to get up any
fair incline at least 100 lbs. was required ; if a stop were made
on the slope to allow a restive horse to pass the safety valve
would immediately commence blowing. Once, on meeting a
regiment of cavalry, after a few of the horses had passed by the
valves began to roar, so the stoker was compelled to hold them
down till all had gone by. But when the two cylinder* were
put in the pressure on the road was kept at 80 lbs., so there was
a large margin left before the valves lifted.
Justice Rojibr last week sanctioned a petition by the
Bumley and District Tramway Company (Limited) for the
confirmation of special resolutions enabling the Company to
add to its memorandum of association power to run motorcars
and omnibuses as well as tramcars.
MR. BRUFORD ON AUTOMOTORS.
At Hinckley, on March 27th, the subject of Horseless Carriages
was dealt with by Mr. O. J. Bruford in au illustrated lecture.
The Rev. D. Stephens, before introducing the lecturer, called
attention to the enormous strides and chinges during the
Victorian age that had come over our methods of locomotion.
Sixty years ago, people who could not afford to maintain a
large establishment and keep horses and carriages had to walk,
as nature originally intended they should, but such an important
development had siuce taken place with regard to locomotion
that nowadays nearly everybody rode cycles, and probably in
the near future motor-cars would come into general use. The
commencement of the Victorian era was marked by a period
of cirri -igeless horses ; to-day we had horseless carriages. Mr.
Bruford said he claimed that in time the autocar would prove
the greatest benefactor to the overworked quadruped, which
. was more of teu treated as the poor slave of man. lie pointed
out that one of the most prominent and practical horseless
carriages now pro-
duced was made in
Coventry, where large
factories had been
acquired for the manu-
facture of this latest
form of conveyance.
Electricity was what
they had to look to
as the ideal power
for propelling these
vehicles, but the chief
difficulty at present
was the storing of
the electricity. The
lecturer also pointed
out that nearly every
autocar which had
been running in this
country up to the
present time was
made abroad, with
the result that English
money had gone else-
where. Now, how-
ever, large factories in
Coventry and other
places were as busy
as they could be in
Motob-Cab. bringing out these
vehicles, so that they
wjuld see more and more of them every week.
**v+++<r+*+^**»-n*rmww*^t*
Before the Sheffield Society of Engineers and Metallurgists,
at the Technical Schiwl, on Monday evening, the President,
Mr. T. W. Sorby, in the chair, Mr. Win. Clelaud, M.I. Mech. E.,
gave a lecture on " Motor-Cars, or Horseless Carriages." The
lecturer gave a short historical account of the motor-car,
described in detail the different kinds of motive power and
motor employed, the different methods of transmission of the
power to the driving wheels, &c, concluding with an account of
the present position of the motor-car industry, and stated that
the industry was being seriously injured by the company
promoter. The Chairman, in moving a vote of thanks to the
lecturer, propmed that a separate evening be set apart for
the discussion of this most interesting subject, and this was
agreed to.
»
Om De maatte reflectere ovenstaaende Avertissement, behag
da ta novne "The Automotor and Horseless Vehicle
JoURXAL."
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Apbil, 1S97.
iCKERMANN'S STEERING GEAR.
7v. have had so many applications from our readers in reference
) Ackermann's Steeriug Gear, of which we now give an illus-
•ation, and to which a short reference was made in one of our
irly numbers, that we now have pleasure in giving fuller
etails of this interesting invention. "" The original patent was
iken out on June 13th, 1818, and was numbered 4,212, it being
builders of the day, although at the same time there is full
evidence of determined opposition being made against the
| system by those most interested in its adoption. In this
| respect Ackermann's invention shared the same fate as nearly
i all other innovations which have subsequently been great
, successes. Its practical utility was afterwards demonstrated
! by means of an extended tour through Germany of a carriage
furnished on its system.
From a very careful search made since Ackermann's patent
was granted, we find practically the same principle has subse-
quently been the subject of at least 60 patents,
one and all of which there is little doubt are clearly
based upon this original. We hardly think we cau
improve upon the original wording of Mr. Acker-
mann's claim, which is as follows : —
Improvement* on Axle trees Applicable to Four-
wheeled Carriages.
At or near the ends of the fore transome, C,- are
holes which form the sockets wherein the vertical
axles, E, E, are inserted, and they are secured by
nuts, &c, in the manner of linch pins in order
that the vertical axles, E, R, may turn in their
sockets and form the centres round which the axle-
arms have their horizontal rotary motion for the
purpose of placing the fore wheels in an oblique
position when the carriage is to be turned. F, F,
are levers or stays projecting backward from the
elbow or bend where the vertical axles and the
axle-arms unite ; these stays are connected together
by the controlling bar, B, which is united to the
extremities of both stays by knuckle-joints, H, II,
and therefore if any motion is given to one vertical
axle and axle-arm the other must partake of it.
The futchel, A, passes through a bow or crook
underneath the tore transome with which it is
united by the perch-bolt, S, making the centre of
motion for the pole, and the futchel projecting
behind the fore transome forms a lever, R, whose
centre of motion is at S. The controlling bar is
connected with the end, It, of the futchel by a pin.
The splinter bar, T, is bolted to the futchel as
usual and braised by iron stays ; it must be fixed
at such a distance from the perch-bolt as to allow
full play for the fore wheels at their greatest
obliquity. In turning, the futchel moves on the
perch-bolt and moves the controlling, bar, H, B, H,
end-ways ; this communicates motion to both stays,
F, F, and consequently to both the axle arms and
fore wheels so as to put them into an oblique direc-
tion in respect of the hind wheels and then the
carriage is prepared for turning. If the distance
between the two vertical axles, E, E, be made more
than the distance between the joints, //, H, at the
ends of the controlling bar, B, it will occasion
that fore wheel which is on the side to which the
carriage is intended to turn to have a- greater
degree of obliquity than the opposite wheel This
is conducive to quick turning because the axles of
all the four wheels of the carriage become directed
to one point, 0, as shown by dotted lines, but
if the length of the controlling" bar, B, be made
equal to the distance between the two vertical
axles, then the fore wheels will always stand parallel
to each other.
he patent of Mr. Rudolph Ackermann, Strand, London, the
•omuiiinicationof same to our Patent Office beintf made through
ieorge Lenkensperger, of Munich, Germany. At the time of
lie sealing of the patent a good deal of interest was created by
ts novelty, and in the Patent Library, in a work entitled "Ubser-
/atioiis on Ackermann's Patent Movable Axles, &c," published
>y J. Diggens, St Ann's Lane, in 1819, a number of comments
ire passed upon it and the principles involved, the book embracing
i large amount of well-merited praise from well-known coach-
A limit of speed is to be imposed on motor-cars in France,
but it will be less restrictive than in this country. It is pro-
posed to restrict the speed of the lighter vehicles to 20 kilo-
metres an hour in towns and 30 kilometres in the country ;
while other regulations are also to be enforced in relation to
reckless driving.
A Horsfxess Vehicle.— A ship's gig.
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Aprij,, 18911
TffJl AVTOMOTOR AND HORSELESS VESICLE JOURNAL.
279
DOINGS OF PUBLIC COMPANIES.
The British Motor Syndicate. — Progress of the
Action by Subscribers.
Mb. Hayden Coffin a Victim.— How He Got His Money
Back.— His Solicitor Still a Useful Shareholder.
The action by the subscribers to the British Motor Syndicate,
to which we have already referred in previous issues, is pro-
gressing as rapidly as legal procedure will permit. The actual
plaintiff is Mr. Malcolm Wagner, the defendants being the
British Motor Syndicate, Messrs. Harry J. Lawson, Thomas
Humber, H. H. Mulliner, Prince Ranjitsinghi, Lord Norreys,
and Thomas Robinson, all these gentlemen being directors of
the first-named Syniicate. The writ, which was issued on
February 17th, will be supported by Sir Edward Clarke as
leaden The plaintiff claims to have his name struck off the
register of shareholders, and also asks for damages and the
return of moneys which he was induced to subscribe through
alleged misstatements in the prospectus. Mr. Wagner is
nominally the only plaintiff, but in fact, we understand, his
expenses will be divided amongst a number of subscribers who
are in the same unfortunate position as himself, this being
practically a test action which will govern the rest of the sub
scribers' rights.
On previous occasions, says the Financial Times, when
recording the progress made by the agitation amongst the
shareholders of the British Motor Syndicate (Limited) for the
return of their subscriptions, we have hinted that a similar
movement was likely to develop in regard to the Great Horse-
less Carriage Company (Limited), which is a baby of the former
concern. We now learn that this movement is drawing to a
head, and that the shareholders are combining, under the same
leadership as the British Motor Syndicate shareholders, the
counsel who is settling the pleadings in the former case having
advised that the shareholders of the Great Horseless Carriage
Company would have good grounds for bringing a similar
action. Mr. Harry J. Lawson appears to be having a very
lively spring.
In reference to the rumoured resignation of the Earl of Win-
chilsea as a director of the Great Horseless Carriage Company,
the noble lord has, through Messrs. Ashurst, Morris, Crisp,
and Co., his solicitors, addressed the following letter to a con-
temporary : —
" My attention has been drawn to a statement that I have
resigned the chair of the Great Horseless Carriage Company,
and to the fact that this statement has been reiterated, in spite
of an official letter from the Board stating that it was incorrect.
" As such an impression appears to me likely to prejudice the
interests of the shareholders, I think it my duty to remove it
by stating that I have taken no such step. The fact is that
I have for the past two months been so unwell that I have not
been allowed to see, much less to answer, my correspondence ;
but I am better, and hope soon to be in a position to do business
again. — Your obedient servant, Winchilsea."
As a supplement to the articles published by the Pall Mall
Gazette regarding the British Motor Syndicate, the following
thrice interesting communication received from Mr. Munton, of
Muntou and Morris, the solicitors of 95a, Queen Victoria Street,
is worth reading : —
"Early in January last you allowed me to take part in a
correspondence in your columns as to this Syndicate. Numerous
persons had written to you on the subject, and you became
acquainted with the fact that my firm were solicitors for a
certain shareholder whose name and my own I withheld from
the public, as I neither had the consent of my client to mention
his, nor did it then seem expedient that I should mention mine.
It was sufficient that my client held 40 shares in the Company,
and that having paid the allotment be was hesitating as to
complying with the demand for calls, looking to the allegations
which were appearing in your columns and elsewhere.
"I limited my personal statement to the fact that I had
commenced legal proceedings to recover back the amount paid
on allotment, and these being actually pending there was
greater reason why I should be reticent. Circumstances have,
however, since altered, and as my client sees no reason why
the steps he and I have taken should not appear in chrono-
logical order in your columns, I will shortly summarise what
has happened, it being no part of my province to do more than
record facta.
"A Generous Allotment.
" You went a very long way in one of your leaderettes to
identify my client, when you were good enough to dub him as a
famous light-opera singer, and I now complete the identity by
saying that he is Mr. C. Hayden Coffin. It is not necessary for
me to state that he is closely occupied in his profession. He
has, however, a taste for investigating mechanical contrivances,
and seeing it extensively advertised that the original £1 shares
in this Syndicate were so much sought after that they had been
freely sold at £3 (a preliminary to issuing to the public a fresh
lot of £1 shares at £2 premium), and being desirous of obtaining
20 shares by way of a toy holding, he thought he would apply
for 40, seriously believing that he might not get more than half.
He, however, at once received a notification that the whole 40
shares for which he had applied had been allotted to him.
" He soon saw reason to think that he had better not have
applied for premium shares, so much so that he wrote a letter to
the secretary suggesting that his application should be vacated.
His request, of course, was not acceded to, and he paid the
allotment of £20, in due time receiving a demaud for the first
call of £50 followed by an application for the second call of like
amouut ; aud these documents tumbling in one after the other
brought him to me.
" Having carefully perused the statements contained in your
journal I advised Mr. Hayden Coffin not to pay the calls, and
on January 6th I wrote a formal letter to the Company stating
that I should be glad to know when and where the £1 shares
had been dealt with at £3 aud upwards as alleged. I gave a
reasonable time for a reply, aud no answer having arrived I
resolved, looking to the smallness of the amount, to take a short
cut by bringing a simple action in the Mayor's Court, London,
for the return of the £20 allotment money.
" This process was served upon the Company on January 9th.
On the 11th of that month I received a communication from the
secretary to the effect that the Company would hand the process
to their solicitors. They eventually did hand same to a well-
known firm — not, however, the firm whose name apppeared
in all the papers as the Company's solicitors — and I was told
that my measures would be resisted in every possible way. This
was followed by a formal notice of appearance with an intima-
tion that an application would be made to remove the case from
the Mayor's Court to the High Court.
" An Important Postscript.
"The secretary's letter emphasising the intended resistance
contained, however, a footnote, which (like the Lady's jmstscript)
formed the more important part of the communication, intimating
that the Company frequently had applications for £1 shares at
prices varying from £2 15*. to £2 17*. 0d., and that if my client
really desired to sell, business could be done on such terms.
"I had noticed in your columns that these identical shares
were nomiually quoted at less than half the price which the
Company were offering me, and being anxious to teHt the market
I walked across to the Stock Exchange and asked my broker iu
a casual way whether he could buy 20 shares at anything like
the then public quotation. He ascertained that he could buy
20 shares at the rate of 22*. Gd. per share. I accordingly
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280
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Apbil, 1897.
instructed him to purchase them at that price, at the same
moment telegraphing the Company that I should recommend
my client to sell his 40 shares at the middle price of their
quotation — namely, £2 16*. 3d.
" This seemed to be a very easy way of getting what Mr.
Hayden Coffin wanted, practically achieving the object of the
Major's Court action, and my wire being followed by a firm
offer from the secretary I notified to my professional adversaries
that as by the course taken by their own clients the action had
been reduced to vanishing point, it might remain where it was.
My client accepted the offer, and in due course the case was
settled on these lines.
" But now comes a point. My client can sing to the thou-
sands, but he has not practised the art of making himself heard
at company meetings, and he asked me to be trustee of bis
Stock Exchange purchase of 20 shares at 22*. 6rf. per share. I
heard that the articles of association were astoundingly rigid
as to selecting shareholders — indeed, quite hampering sales —
but my brokers applied that my name should lie placed upon
the register in respect of such newly acquired 20 shares, and
after seven weeks' interval the 'usual certificate has come to
hand.
" I have promised the numerous gentlemen who applied to my
client for information and assistance that if and when occasion
arises I shall be found in my place among the rank and file of
the shareholders whether the meetings De held in Coventry or
elsewhere, and here I take leave of the matter for the present.
Indeed, I personally am just leaving for the south of Europe on
business."
Hastings and St. Leonard's Cycle and Motor-
car Co.
A statutory meeting in connection with the Hastings and
St. Leonard's Cycle and Motor-Car Company was held at the
offices and works, Marina recently, wheu Councillor L. O.
Glenister (chairman of directors) occupied the chair, others
present being Councillors Coxeter and Slade, Messrs. H. F.
Cheshire, Wingfield (manager), Gaby, J. C. Miller, Newman
Chennclls (managing director), G. Jenkins (secretary), and
Salter.
The Secretary having read the notice convening the meeting,
the directors' report was read as follows : —
" In presenting their first report, your directors congratulate
the shareholders upon the bright prospects of the Company.
We have a plant which will compare with any on the South
Coast, and are now in fair working order, and can turn out
a bicycle within fourteen days from booking order. After
pointing out several excelleut pieces of business which the
directors had in hand, the report referred to the motor-car part
of the business which so far the directors had not been able to
touch, as the wholesale houses at present would not accept orders
on account of the great demand for motor vehicles, but we have
the promise of three orders as soon as these can be taken. In
conclusion, the directors solicit the recommendation of share-
holders, and no trouble will be spared to give all customers the
best article at a reasonable price with prompt delivery."
Midland Cycle and Motor-Car Exhibition Co.
The first ordinary general meeting of the Midland Cycle and
Motor-Car Exhibition Company (Limited) was held in Birming-
ham oti the 31st ultimo, Mr. J. B. Burman presiding. The
report stated that the first exhibition held by the Company, in
Bingley Hall, in January last, was a complete success. The
profits, after payment of all expenses in connection with the
formation of the Company, &c, amounted to £1,052, out of
which the directors recommended the payment of a dividend of
80 per cent, and to carry forward the balance to reserve.
The Chairman, in moving the adoption of the report, remarked
upon the satisfactory character of the balance-sheet and the
success of the first show. With the exception of 20 per cent,
carried to reserve, the whole of the capital had been returned to
the shareholders during the first year, and it was complimentary
to know that similar companies had been formed in Manchester,
Sheffield, and Leeds, and also in Melbourne. The Company had
cleared off the formation expenses, and might have paid 100 per
cent, and still have cairied 5 per cent to reserve, but the
directors thought it wiser to pay ouly 80 per cent. The
exhibition had been so successful that the directors' fees had
come to a good deal more thau was expected. The report was
then adopted.
Wednesday, March 31st, was the day appointed by the Stock
Exchange Committee for a special settling day in the shares of
the London Electrical Cab Company, Nos. 1 to 62,768.
We notice that our enterprising contemporary, The Scottish
Wheel and Motor Netrt, has formed itself into a limited liability
company with a capital of £2,000 in 2,000 shares of £ I each,
The first subscribers are :— David R. Stavert, accountant, 10,
St Andrew Street, Edinburgh, 100 shares ; Richard W. Hawk,
insurance secretary, 32, Gaytield Square, Edinburgh, 50 shares ;
Henry Brown, insurance manager, 24, York Place, Edinburgh,
100 snares ; A. F. Bainbridge, printer, Tanfield, Edinburgh,
100 shares ; George Inglis, S.S.C., 19a, Hill Street, Edinburgh,
KiO shares ; and R. L. Orr, advocate, 38, Great King Street,
Edinburgh, 50 shares.
The Esson Motor (Limited) statutory return has been filed,
showing 14 shares taken up out of a capital of £20,000 in £200
shares ; £12J per share has been called, and £1,440 has been
paid, leaving £240 unpaid.
Applications have been made to the Stock Exchange Com-
mittee to appoint a special settling day in : —
Clement Gladiator and Hutnber (France) (Limited)— 20,000
ordinary shares and 10,000 six per cent cumulative pre-
ference shares. (Special application.)
Great Horseless Carriage Company (Limited) — 36,507 shares,
Nos. 1 to 36,472, and 61,473 to 61,507.
Starlev Brothers and Westwood ' Manufacturing Company
(Limited)— 78,000 shares, Nos. 32,001 to 1 10,000.
New Issues.
For the Month ending April 12th.
Hanman's Cycle and Needle Company.
Share capital £100,000, the present issue being 85,000 £1
ordinary shares, there being offered in addition £25,TJ00 in
6 per cent mortgage debentures of £100 each, repayable on
January 1st, 1918, and redeemable at any time at £105 per cent
on six months' notice. The prospectus states that the Company
has been formed to acquire the businesses of the Hanman Cycle
Company (Limited), of Sparkbrook ; Messrs. S. Thomas and
Sons, of the British Needle and Fish-hook Mills, Redditch ; and
the Radiant Cycle Company (Limited), also known as the ABC
Cycle Company, Redditch. It is proposed to make cycle com-
ponent parts and motor-cars. The purchaee price is £105,000,
leaving £5,000 available from the preseut issue for working
capita).
HSARL AND TONKS (1897).
Share capital £160,000, in £1 shares, divided into 50,000
7 per cent, cumulative preference and 110,000 ordinary. The
Company has been formed to acquire the whole undertaking
and assets of the cycle manufacturing business of Hearl and
Tonks (Limited), carried on at their leasehold premises, Imperial
Works, Bordesley, the Victoria and Albert Works, and the
Britannia Works, all at Birmingham. The works are complete
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■THE AUT0M0T0R AND HORSELESS VEHICLE JOURNAL.
281
in themselves, and may be worked either jointly or indepen-
dently, and are equipped with the latest machinery. The
purchase price is £160,000, the vendor taking in part payment
£25,000 in shares, and provides £20,000 in cash as working
capital.
The Trench Tubeless Ttre Company (Limited).
Share capital £200,000, in £1 shares, the present issue being
170,000 shares. The Corapauy lias beeu formed to acquire the
patent rights of John Townseitd Trench and others in an
improved form of tubeless pneumatic tyre, and to manufacture
and sell the same. The purchase price is £150,000. Thirty
thousand shares are reserved for future issue as required to
develop the business of the Company.
British "Zenith" Adjustable Cycle Company:
Share capital £80,000, in £1 shares. Present issue 53,500
shares. The Company is formed to acquire, work, and exploit
the British patent rights in the inventions for improvements in
cycle handle bars, cranks, and pedals, the right to apply for
Colonial patents, and to acquire the Tabard Work*, London,
S.E. Among the improvements claimed for the patents are
that the handle bar can be turned >o as to line with the
machine, and that the cranks allow the pedals to be f elded
inwards. These adjustable parts can be fitted to any modern
machine at a small cost. The purchase consideration is £65,000,
payable as to £26,500 in shares, £10,000 in cash, and the
balance in cash and shares, or either, leaving £15,000 available
for working capital.
The Diamond Cycle Components and Engineering
Company (Limitkd).
Share capital £65,000, divided into 15,000 7 )>er cent,
cumulative preference shares and 50,000 ordinary shares of £1
each. Present, issue 5,000 preference and 40,000 ordinary
shares. Formed for the purpose of acquiring the New Hudson
Cycle Company (Limited). The purchase money is £50,000.
Brett's (Limited).
Share capital £100,000, in £1 shares. Formed to acquire the
business of general stampers and manufacturers of stampings
in rteel, iron, aluminium, and other metals for all kinds of
cycle, motor-car, and geueral engineering work, now carried on
by Brett's Stamping Company (Limited), at Coventry, and also
certain patents taken out and in course of being taken out by
Mr. Edward Samuel Brett The present issue iucludei £20,000
of 5 per cent, mortgage debentures. The prospectus does not
state what is the purchase price of the business.
Morgan's Chains and Pedals (Limited).
Capital of £50,000, in ordinary shares of £1 each. The
present issue is 30,000 shares. Formed to acquire the business
of manufacturers of cycle and motor chains and pedals, now
carried on by Morgan Brothers, at Floodgate Street, Birming-
ham. Messrs. Henry and J. W. Morgan (who ara largely
interested in the vendor company) guarantee that the minimum
profit for the next two years shall not be less than £4,500
per annum. Trw purchase price is £20,000. This will leave
£10,000 available for working capital.
Weldless Tubes (Limited).
Capital £1,0j0,00D, in preference and ordinary shares.
Formed to manufacture weldless steel tubes, which are used
in the construction of marine and other boilers, shafting,
heating apparatus, condensers, super-heaters, boring and •
mining apparatus, axles, gun-carriages, cycles, &c, and to I
acquire, with their liabdities, the following undertakings : — '
Climax Weldless Tubes (Limited) ; the New Credenda Tube ,
Company ( Limited) ; the Star Tubi Company (Limited) ; an! i
the St. Helens Tube and Metal Company (Limited). The total I
purchase moneys of the four undertakings m going concerns !
-amount to £981,000, and the capital to be provided by the j
present issue of shares and debentures will leave a sum of
upwards of £100,000 for extensions. Present issue 475,000
6 per cent, preference shares, and 475,000 ordinary shares of £1
each, and also £150,000 of mortgage debentures.
New Fowler-Lancaster (Limited). .■_••
Share capital £100,000, in £1 shares. Formed to acquire,
as a going concern, the business, property, and assets generally
of Fowler, Lancaster, and Co. (Limited), electrical and
mechanical engineers, autocar builders, &c, of Birmingham.
The purchase price is £51,500, leaving £23,500 available for
the purchase of additional plant and machinery and working
capital.
Pneumatic Tube Machine Company (Limited) (Brajnard's
Patent).
Capital £300,000, in £1 shares. Formed to purchase and
work the British letters jwteut granted to Austin Brainard, of
Hartford, Connecticut, U.S.A.,' for machines to manufacture
pneumatic tubes, hose-pipe, and other similar articles. The
machine can also be used for making pneumatic tube tyres for
carriages and autocars, vacuum brake connecting tubes for
railway carriages, &c. The purchase price is £230,000, payable
as to £100,000 in fully-paid shares, and as to the balance in
cash. The present issue is of 200,000 shares, of which 70,000
will be set apart for working capital.
Champion Weldless Tubes (Limited).
Capital £35,000, in £1 shares. Formed to carry on business
as manufacturers of weldless steel tubes used in the construction
of cycles, locomotive, marine, and other boilers, motor-cars, &c.
Purchase-money, £25,000.
New Companies Registered.
[Under this heading we give a full list of new Companies regis-
tered which take power to make, deal, or become interested in
any manner in automotor vehicles. We shall be pleased to
reply with detailed particular* to inquiries through the
" Answers to Correspondents " column. All communications
should be addressed to the Editor. The only stipulation
whii-h we make is tliat where the inquiry involves a search
of the records at Somerset House — as in the case of informa-
tion on the subject of the holdings of shareholders — a psstal
order must be enclosed to cover the Government stamp of one
shilling which is charged before a search is allowed to be made.]
Adjustable Handle Co. (Limited)
A. King and Co. (Limited), Peterborough
Alpe Manufacturing Syndicate (Limited)
Auster (Limited), Birmingham
Barton and Devoil (Limited)
Bath Cycle Co. (Limited)
Blunifield Manufacturing Co. (Limited), Birmingham
Bra/.eless and General Cycle Fittings Co. (Limited),
Birmingham
Brett's (Limited), Coventry _
Brieiley Hill Cycle and Manufacturing Co. (Limited)
British" Electrical Cycle aud Motor Engineering Co.
(Limited)
British Steel Ball Syndicate (Limited), Birmingham
Briton Cycle Co. (Limited), Chelmsford
Cambria Cycles (Limited), Swansea
Cameo Cycle Co. (Limited)
Challiuer Carriage Tyre Syndicate (Limited)
Circular Chain Syndicate (Limited)
Clipper Pneumatic Tyre Co. (Limited)
Coventry Gear-Case and Belting Co. (Liruitt'd)
Coventry Iudiarubber Co. (Limited)
Capital.
£
10,000
4,000
15,000
25,000
15,000
2,000
5,00)
60,000
100,000
5,000
40,000
10,000
2,000
15,000
10,000
10,00)
12,000
150,000
25,000
250,000
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[April, 1897.
Coventry Stamping Co. (Limited)
Diamond Cycle Components and Engineering Co.
(Limited), Birmingham
Dunlop Cycle Co. (Limited)
Edge Brothers Cycle Components (Limited), Birming-
ham
Fleuss Cycles (Limited)
Hearl and Tonks (1897) (Limited), Birmingham
Hudson Brothers (Limited), Birmingham
J. A. Kobertson and Co. (Limited), Peterborough
Kynoeh (Limited), Birmingham
London and Provincial Motor Syndicate (Limited) ....
Martin Noiseless Safety Motor Syndicate (Limited) ....
Midland Acetylene (Parent) Syndicate (Limited),
Cradley Heath
Midland Steel Ball Co. (Limited), Birmingham
Midwinter's Engineering and Cycle Stamping Co.
(Limited), Birmingham
Morgan's Chains ana Pedals (Limited), Birmingham
Nalder and Hilton (Limited)
Neal Cycle Co. (Limited), Birmingham
New Fowler-Lancaster (Limited)
New Gear Syndicate (Limited)
New Rapid Cycle Co. (Limited), Birmingham
Pneumatic Cycle aud Engineering Co. (Limited)
Pneumatic Tube Machine Co. (Limited)
Rimington Brothers and Co. (Limited), Newcastle ....
Road Traction (Limited)
Rocket Cycle Co. (Limited)
Scottish Wheel and Motor News Co. (Limited)
Smart and Parker (Limited), Birmingham
Smart and Son (Limited), Hastings
Stampings Alliance (Limited), Birmingham
Twentieth Century Development Syndicate (Limited)
Tyre Development Syndicate (Limited)
Weldless Tubes (Limited)
William T. Smith and Co. (Limited), Bolton „
Winchurch Bros. (Limited), Birmingham
Yarrow and Co. (Limited)
Capital.
£
36,000
65,000
100
5,000
25,000
160,000
45,000
10,000
500,000
5,000
24,000
50,000
60,000
55,000
50,000
20,000
20,000
100,000
5,000
130,000
2,000
300,000
3,500
4,000
2,000
2,000
75,0: K>
5,500
60,000
25,000
100
1,000,000
20,000
2,d00
160,000
CONTINENTAL NOTES.
"PEERLESS" METAL.
This new metallic alloy, in consequence of its strength and
brilliancy of colour, is particularly suitable for the framework
and other parts of motor-cars, &c. " Peerless " is a white metal,
closely resembling old silver in colour, aud does not tarnish or
oxidise by exposure to atmospheric influence, nor is it affected
by salt water, while, being a solid metal of uniform quality
throughout, its appearance and polished surface are improved .by
ordinary wear.
As the result of some extensive tests carried out by Messrs.
David Kirkaldy and Son we notice that ■ this metal, in the
form of 12 B.W.G. wire, stood an ultimate stress of 87,757 lbs.
per square inch with an extension in a 10-inch length of 26'3
per cent., while a 5-inch length took 19'04 twists. These figures
are the means of 10 tests. Tests were also made with castings,
and the mean of these showed that when cast "Peerless" had
an ultimate strength of 32,567 lbs., and an elastic limit of
20,350 lbs., giving the very favourable ratio of 62'6 per cent.
The ultimate extension in a 10-inch length was 7'4 per cent.,
while the contraction of area at the fracture amounted to
17"5 per cent. Good as these results are they were equalled,
if not surpassed, by the behaviour, in Messrs. Kirkaldy's hands,
of rolled strips of " Peerless," the means of which show an
ultimate breaking stress of 71,402 lbs. per square inch, with
an extension of 7-2 per cent in 10 inches. The specific gravity
of the alloy when cast ranges at about 8 '5.
The Peerless Metal Company (Limited), of 38, Parliament
Street, S W., will furnish any further information.
The Automobile Club of France.
This Club, which is maintaining its premier position on the
Continent in promoting the best interests of " Automobilism,"
has announced a contest for automobile hackney carriages, to be
held in April, 1898. The Committee have forwarded us the
rulas and conditions to be observed at the contest, and for the
information of British "motorera" we now have pleasure in
giving these in full :—
COMPETITION FOR AUTOMOBILE HACKNEY
CARRIAGES, APRIL, 1898.
Programme.
Art. 1. — Under the patronage and direction of the Automobile
Club of France an International Competition has been arranged
for mechanical motor vehicles with regard to their use in the
streets of towns.
Art. 2.— The meeting will be held in Paris on April 4th, 1898,
and the following days.
Art. 3. — The meeting will have reference to —
(a.) The net cost for the day of an automobile hackney
coach in general use in Paris, which shall accomplish a
course of at least 60 kilometres in the space of 16 hours.
To facilitate the trial; the 60 kilometres will be accom-
plished in a single journey, according to the route of
the road.
(6.) The ease and management of the carriage.
(c.) The frequency of recharging ; the extent of repairs
needed, and the ease with which these were effected.
Art. 4. — Being accepted for the competition, all vehicles
furnished with a mechanical motor, whatever the system, shall
be classed in one of the following categories : —
I. — (a.) Closed carriages with two places.
(b.) Open carriages with two places, with hood.
(c.) Mixed carriages, with two places, able to shut or
open instantly.
II.— (a.) Closed carriages with four places, with place for
luggage (30 kilos, each traveller).
(b.) Open carriages with four places, with hood.
III.— Closed carriages with six places, with place for luggage
(30 kilos, each traveller).
Art. 5. — The vehicles must be constructed so that the nnmber
of travellers indicated can be comfortably seated. They must
be furnished with a kilometrique meter, with two brakes, one
progressive and the other instantaneous. They must be capable
of moving backwards. The position of the driver will be such
that, having the steering and the levers beneath his hand, he is
yet able to conveniently see the road in front of the carriage.
Art. 6. — The number of vehicles to be entered by each com-
petitor is not limited, but a constructor cannot enter several
vehicles of the same type and similar dimensions.
Art. 7. — For every vehicle engaged there will be paid an
entrance fee of 200 francs up till February 28th, 1898, and a
double fee after that date. The list of entries will be closed
on March 15th, 1898, at midnight. Every application for entry
should be accompanied by the fee for entry, which will remain
in every case at the office of the Automobile Club of France.
Art. 8. — At least three days before the meeting each con
structor will send to the Committee a note accompanied by : —
1. The description of the vehicle and its motor.
2. The distribution of weights on the axletrees.
3. A specification of the motive power operating the motor,
and the quantity necessary for the day's work ; indica-
ting further if the charging of the carriage should he
renewed during the prescribed course, which will com-
prise a duration of 10 hours.
Art. 9. — The competitors must send, at convenient times, to
the localities designated by the Committee the supplies .{or
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
283
motive power necessary to effect the whole of the competitive
trials, tinder the direction of the Committee there will be
delivered to each driver : —
1. A printed book.
2. A sheet of the daily route.
On one of the leaves of the book the driver will give a receipt
for oil, fuel, or the motive power which will be delivered to
him on departing from the dej>ot, or in the course of the
service, if he requires to renew his supply. The quantity of
water necessary for the working of the motors will be entered
in the book under the supervision of the manager or the Club's
agents ; if this water should be renewed in the course of the
route it is also to be entered in the book. The daily route
sheet is to be returned in the evening to the Controller's office,
signed by one of the managers or by the Club's agent, who will
have accompanied the carriage during the day. It will relate
any incidents which may have arisen during the day. Any
excess of supplies will be deducted each evening upon the
return of the vehicle.
Art. 10. — The trial will be composed of a service of 15 con-
secutive days. Fifteen different routes will be selected, and
each one of the vehicles engaged should accomplish these routes
in the order indicated to them on the daily route sheet . The
route sheets will be arranged upon the basis of ordinary horse
vehicles, so as to approach as nearly as possible the practical
daily routine of a hackney carriage. The speed in Paris should
not exceed 20 kilometres an hour. The speed on certain inclines
indicated on the route sheet to be noted. A special commissary,
chosen among the members of the Automobile Club of France,
will accompany each of the carriages during the time of these
trials. The vehicles should accomplish the number of journeys
and carry the weight of baggage indicated, or the corresponding
weight (whether 70 kilos, by passengers and 30 kilos, of baggage)
in dead weight.
Art. 11.— In the special localities approved by the Automobile
Club, and where all the carriages should be housed, properly
commissioned agents will be stationed with full control. These
agents will deliver the supplies to the competitors, and will
collect every day for the Committee the route sheets of the day
before' and the receipts of the drivers. They will superintend
the repairs which are to be made to the carriages or to the
motors, pointing out the nature of the repairs. The repairs
should be made before putting the carriage into the coach-house.
These repairs should be recorded in the book.
Art. 12. — The recharging of the accumulators of the electric
carriages will be made under the supervision of the controlling
agents, but the responsibility will rest with the representative
of the competitor, who should assist at it The current will be
furnished either by the means of a special installation, or by the
nearest street sector. A special electric metre, of a type to be
agreed upon by the Committee for each carriage, will indicate
the quantity of electricity absorbed, and the duration of each
recharge. The expenses sustained by the electric charging will
be borne by the competitors in the proportion of the energy
which will be furnished to them.
N.B. — The Electric Sector of the Place Clichy has offered
the Kilowatt, from midnight to 5 o'clock in the evening, at a
•price of 30 c. It is at this price that the cost of recharging an
electric carriage will be calculated, in whatever way the recharge
is accomplished.
Art. 13. — A jury composed of 1 2 members, taken from among
the members or the Automobile Club of France, will be elected ;
six members by the Committee and six by the competitors.
The competitors cannot fonn part of the jury. This jury will
draw up a report, giving the net daily cost of the traction of
each carriage and the regularity of the service. It should
record its judgment on the elegance of the appearance, the
noise of the vehicle, and the convenience for passengers. This
report will be communicated to the Society of Civil Engineers
of France and to different societies, and an extract from it will
be addressed to all the Mayors of the chief towns of the depart-
ment and district.
Art, 14.— Medals and diplomas will be given to the vehicles
which are recognised as presenting the required conditions for
the service of hackney coaches in towns. If prizes are offered
for the competition, the conditions of acceptance will be
regulated by the Commission, and the awards will be made
by the jury.
Art. 15. — The competitors must conform to the decisions of
the Committee of the competitions, particularly in the details
of organisation and tests.
Art. 16. — The ordinary civil and penal responsibilities attach-
ing to road locomotion will rest with the competitors, it being
well understood that the Automobile Club of France declines
all responsibility of any nature whatever. The competitors
should conform to all the ordinary regulations and decisions of
the police in force for hackney carriages and automobiles.
Motor-Cycle Race (Criterium des Motocycles).
This annual race, originated by our excellent contemporary,
the Paris Velo, took place on Sunday, April 4th, in terrible
weather. The event was open to all kinds of motor-cycles, so
long as their weight did not exceed 200 kilos, (about 450 lbs.).
Prizes of .£40, £20, £12, and £8 were given to the first four.
Distance, 100 kilometres (62i miles), on the road.
A start was made from Moutgeron at 10.3 a.m., there being
14 competitors only out of an entry of 85. These were M. M
Thevin (No. 1), Honry (No. 2),Giradot (No. 5),Charron (No. 7),
Mouter (No. 8), Maubo-.siu (No. 16), Bouton (No. 32), Comte
de Chasseloup Laubat (No. 33), Pietri (No. 40), Chesnay
(No. 54), Feray (No. 58), Bertrand (No. 59), Feron (No. 60),
Viet (No. 62).
All these geutlemen drove Dion-Bouton petroleum motor-
tricycles.
The order of arrival at Melun was : —
No, 7 at 10 h. 40 m.
No. 8 at 10 h. 41 m.
No. 58 at 10 h. 42 m.
No. 62 at 10 h. 42 m. 30 s.
No. 5 at 10 b. 44 m.
No. 38 at 10 b. 44 m. £0s.
No. 40 at 10 h. 47 m.
No. 51 at 10 h. 47 m. 15 s.
No. 16 at 10 h. 48 m.
No. 32 at 10 h. 52 m. 45 s.
Nos. 1 and 2 at 10 h. 57 m.
No. 60 at 10 h. 57 m. 30 s.
At Ozoir-la-Ferridre, Charron (No. 7) arrived first at
11 h. 35 m. 40 &, Mouter (No. 8), second, at 11 h. 36 m. 37 s., being
followed by Nos. 58, 62, &c. At Melun, on the return journey,
Charron still retained the lead at 12 b- 24 m., with Mouter almost
neck and neck. The finish at Moutgeron was No. 62 first, the
time being 3 h. 9 m. 5* s. ; the rest of the survivors coming in as
follows :— Nos. 7, 8, 5, 58, 40, 16, 33, 54, 60, the last arrival's
time being 4 h. 37 m. M. Charron, the second in, was only
beaten by about 2 feet. M. Charron had a good lead all the
way, but on nearing home the motor would not run properly
owing to the lubricating oil becoming exhausted, and M. Vict
secured the victory solely because he was using an automatic
lubricator. From a technical poiut of view the race had little
or no interest.
ALCOLITE.
Wb have been shown specimens of a new aluminium alloy
which, while it possesses all the beauty of appearance of the
lightest of metals, is endowed with many considerable mechanical
advantages over it
Alcolite in weight compares With steel in the ratio of 289 to
8, while its breaking point, in tension, is equal to 43,300 lbs.,
or 19'38 tons, per square inch when cast, these figures increasing
to 22 tons persquare inch in a finished tube. As is well known
a steel tube loses one-third and upwards of its strength at a
brazed joint ; with alcolite, on the contrary, the joint forms the
strongest [tart of the tube. The new metal welds easily and
perfe:tly, and as it successfully resists the attacks of all acids,
excepting hydrochlorine, it is practically incorrodible, and par-
ticularly adapted for the construction of motor and cycle frames
and other parts which it is desired shall be light and strong and
yet remain of a dull silvery white uutarnishen colour.
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[April, 1897.
CORRESPONDENCE
We do nil hold oursdves responsible for opinion! expressed by
our Correspondents.
The name and address of th' writer (not necessarily for publica-
■ tiot) must in all c ises accompany letters intended for insertion,
or containing queries.
be taken by the leading makers to show some of their latest
manufactures to the many thousands who will be visiting the
exhibition. I shall be pleased to afford any further informa-
tion, and apologising for the length of this letter,
I remain, yours faithfully,
24, Budge Row, Cannon Street, " H. J. Dowsing.
London, E.C., April 2nd, 1897.
A MOTOR-CAR RUN OP 300 MILES.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Dear Sir, — It may interest your readers to know that I have
just completed a ride of 300 miles on a Peugeot autocar fitted
with Daimler motor.
An average speed of 12 miles per hour was maintained without
any breakdown or stoppage other th\n required for changing
water. The consumption of oil did not exceed one gallon for
25 miles, and I may say that no autocar could give better
satisfaction. It can be handled with ease, and is under perfect
control ; it will climb a hill 1 in 8, with four passengers, at the
rate of four miles per hour.
The horse power is 3j brake. I will send you next week
photo of this oar after the 300 mile journey. — I am, dear Sir,
yours truly, F. J. Wellington.
The Indestructible Ignition Tube Syndicate (Ltd.),
100c, Queen Victoria Street, London, E.G., April 2«rf, 1897.
[The photograph referred to by Mr. Wellington is repro-
duced on page 267. We think we recognise the car as the same
which we illustrated in our December issue (page 117), in which
case it is the British Motor Syndicate v. Bon. C. S. Rolls's
car, now famous by means of red ink and other advertisements.
— Editor.]
IMPERIAL VICTORIAN EXHIBITION, CRYSTAL
PALACE, MAY, 1897.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — Having been appointed by the Crystal Palace Company
with Mr. R. Applegarth, the Commissioner for the above exhi-
bition, to organise a Motor Section, I should be obliged if you
would kindly allow me space to bring the matter before' your
readers.
It is intended to allow carriages to run in various parts of
the grounds, and if jwssible to organise a service between the
Low Level Station and the main building of the Palace on the
one hand, and the cycle track, cricket ground, and lower lakes
on the other.
With such a plan as this it is thought that the carriages
would be of practical use, and there would be every opportunity
of showing their regular working and reliability.
One of the chief objects I had in view in taking up this
matter was to be in a position to afford facilities to all interested
in the motor-car movement to show their carriages to best
advantage and increase business thereby.
Iu ortler to make the terms as easy as possible, there will be
no entrance fee, and all that the owners of the motor-carriages
will have to do will be to provide the carriage and driver with
fuel required for running, while storage with every possible
faci ity will be afforded by the Crystal Palace.
Favourable arrangements will be made with regard to the
takingH, so that it is quite possible that a first-class advertise-
ment may be obtained free of cost to the owners.
I wish to remind autocarists that The Engineer competition
takes place at the end of May, and the owners of vehicles
running in the grounds prior to that date would gain valuable
information of the gradients, roads, &c\, to be passed over.
The owners of some vehicles have already signified their
intention of sending carriages, and I hope the opportunity will
EASTER TOUR. ALTERATION OF ARRANGEMENTS
To the Editor of The Automotor and Horseless Vehicle
Journal.
Dear Sir, — I beg to inform you that it has been found
necessary to modify the published arrangements regarding the
above.
The Tour will take place on Tuesday, April 27th. In order
to afford a more lengthy and satisfactory test, the ride will take
place from Coventry to Birmingham, a distance of twenty miles.
Below I give a synopsis of the programme : —
Mid-day, April 27th. Light Luncheon at Coventry.
Procession to Birmingham. (The Birmingham cyclists
will lie invited to meet us.)
Parade of all motor-cars and motor cycles in Birmingham.
Dinner at the Grand Hotel at 6 o'clock, at which the
Lord Mayor of Birmingham has been asked to preside.
Demonstrations will take place, and explanatory lectures
will be given, with addresses on the present position of
the motor-car industry.
In all other respects the original programme will be adhered
to. I regret, however, that it will be impossible to guarantee
seats for members unless they have already applied. Brakes,
however, will be provided for members to accompany the cars,
and arrangements are being made to enable members to change
places from time to time, in order to give each one an oppor-
tunity of testing the cars, if for only a short distance. — I am,
dear Sir, yours obediently, C. Harrington Moore,
The Motor-Car Club. Hon. Sec.
i^^*tr*0*0*^i0*0i»^1*^»^4»0*^^i
Electric Light for Vehicles. — A new invention for lightiug
vehicles with electricity, generated by the motion of the vehicle
itself, was exhibited last week. It is the old idea again of
fixing a gearing to the hinder axle, and by an arrangement of
cogs to either wheel of the vehicle sufficient power is trans-
mitted to the dynamo to produce a light equal to upwards of
10 candle-power, according to the size and power of the dynamo.
The apparatus and the lighting can be controlled either by the
driver or occupant inside, and sufficient power can be stored to
supply light for several hours.
The English-speaking Americans call the man who drives a
motor-car a motoneer or mutineer ; the French nation calls him
a wattman, or watthomme. We think a more appropriate
name would be an Ohmer, or Homer, if the cockney prefers it.
— Electrical Review.
*** In consequence of the enormous pressure on our space this
month we regret to say we have been compelled to hold
over a large amount of interesting matter, including
Mechanical Traction Notes, Correspondence, &c.( &c.
Results of all the Speed Trials hitherto held can be ascertained
in full from the pages of The Automotor and Horseless
Vehicle DiARr and Pocket-Book for 1897, which contains over
100 pages of information. Price 6rf. ; post fiee, Id., of Messrs.
F. King and Co., 62, St. Martin's Lane, W.C.
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April, 1897.]
ran automotor and bors&less vehicle journal.
285
NEW INVENTIONS.
Claiming particularly to apply directly or indirectly to Motor
Yehiclet, l(c.
Compiled for"THi Automotor and Hobsklbss Vbhiolb Journal"
by Hbbbkbt Haddan and Co., Registered Patent Agents, of
18, Buckingham Street, Strand, W.G., London..
At the request of a number of subscribers we are pleated
to announce that for the future we have arranged to more
thoroughly cover the field of completed Patent* referring to
the Motor-Car Industry by reproducing the latest Specifica-
tion* and Diagrams.
Patents Applied For.
Abbreviations: Impts., Improvements in ; Relg., Relating to.
1897.
Mar. 1. 5,363.
„ 2. 5,516.
„ 2. 5,524.
„ 2. 5,560.
„ 3. 6,656.
„ 3. 5,695.
„ 4. 5,801 .
„ 4. 5,821.
„ 5. 5,848.
„ 5. 5,869.
„ 5. 5,882.
„ 5. 6,885.
„ 6. 5,932.
„ 8. 6,023.
„ 8. 6,105.
„ 9. 6,122.
„ 9. 6,125.
„ 10. 6,263.
„ 10. 6,277.
„ 10. 6,281.
„ 10. 6,290.
„ 10. 6,291.
„ 11. 6,436.
„ 11. 6,473.
„ 12. 6,661.
,, 13. 6,629.
„ 13. 6,635.
., 15. 6,732.
„ 16. 6,798.
„ 17. 6,938.
„ 17. 6,971.
„ 17. 6,973.
„ 17. 7,026.
W. Reynolds. Interchangeable handle bar.
G« G. M. Hardingham. Change speed
. mechanism.
ToRNim, A. W., and otters. Impts. chain
driving wheels.
Corbett, A. Cbainless driving mechanism.
Pennington and Cause. Impts. pipe connec-
tions for automotive*
Stevenson and Shovklton. Impts. self-
propelled vehicles.
A) M. E. Bbrthibr. Trolley motor car for
training purposes.
S. Patisson. Impts. motor vehicles.
Stafford and Eaves. Impts. auto-cycles, &c.
G. Hj Bond. Impts. driving mechanism.
Roots and Vknables. Impts. petrocars.
Hall and Fowler. Driving vehicles by
electro-motors.
E. B. Openshaw. Impts. mud protectors for
oycles, &c.
Sinclair. Steam rotary motor.
G. Stevens. Impts. brakes for veloci-
pedes, &c.
Waterson. New or improved handle.
R. Ward. Impts. power transmitting
gear.
Nealk. Controlling switch for electrically-
propelled vehicles.
Taylor. Joining tubes of cycle, &c,
frames.
F. G. Adams. Centrifugal adjustable chain
wheel.
Hiooins and others. Fluid pressure engines
for self-propelled vehicles.
Hiooins and others. Impts. relg. self-pro-
pelled vehicles.
Lloyd and Priest.
E. L. F. Booxy.
vehicles.
E. B. Ludlow. Impts. road motor vehicles.
M. Renoelmann. Modifying speed and
direction of motor vehicles.
J. Hutton. Improved friction gearing.
Bobbett and others. Impts. motor-cars, &c.
L. Clement. Impts. relg. cycles, motor-
cars, &c.
D. Nkale. Impts. frames for undercarriages.
E. Taylor. Impts. cycle and motor-car
frames.
E. Tailor. Impts. joining cycle, &c., frames.
M. Crawford, impts. motive power engines.
E.
T.
H.
M.
E
Impts. driving gear.
Impts. self • propelled
1897.
Mar. 17.
„ ia
20.
20.
23.
23.
23.
23.
23.
23.
23.
24.
7,045.
7,117.
7,250.
7,267.
7,326.
7,440.
7,447.
7,45a
7,462.
7,477.
7,487.
7,522.
7,591.
C
C. Hewktt. Minimising danger of col-
lisions to motor-cars, &c.
J. V. M. y Llorca. Impts. change gear ami
driving mechanism.
A. W. Briohtmore. Impts. steering.
E. A. MacLachlan. Impts. apparatus for
steering.
Daviks. Impts. velocipedes and motor
vehicles.
H. Parker. Impts. motor-cars and road
vehicles.
Impts. steering axles.
Impts. chain-driving gear.
Permanent way and wheels.
T. Dasn. Impts. cranks for
E.
T.
W. Thomas.
H. Harford.
R C. Sayer.
A. C. F. and
cvcles, &c.
A. &. Baylor. Automatic speed governors.
J. F. McElroy. Impts. motor-trucks.
J. Smith. Motors for cycles, vehicles, and
boats,
24. 7,639. T. G. Bowick. Impts. connected with motor-
cars.
25. 7,712. J. Hands. Impts. chain and chain wheels.
25. 7,724. J. E. Evans. Axles for motor-cars, cycles, &c.
26. 7,871. E. J. Banks. Impts. relg. oil motors.
27. 7,950. F. Hurd. Wheels for transmitting power.
27. 7,953. Baines and N orris. Impts. motor-cars.
27. 7,955. Siemens Bros, and Co. (Limited). Impts.
electric propulsion of vehicles.
30. 8,165. C. R. HuTcniNos. Impts. velocipedes, motor-
caw, &c.
30. 8,204. N. A. Aubertin. Impts. relg. cycles, horse-
less carriages, &c.
31. 8,259. J. G. Inshaw. Impts. driving chains.
Specifications Published.
5,476. Locomotive Carriages. Ernest John Olubbe and
Alfred William Southey, 16, Elm Street, Gray's Inn
Road, Middlesex. March 11th, 1896.
This invention relates to the propulsion of locomotive carriages
through the medium of a circulating column of fluid, whereby power
is transmitted from a pomp actuated by a motor to hydraulic engines
coupled to the driving-wheel axles.
The invention relates, secondly, to the mode of suspending the
hydraulic engines for propelling the vehicle, so as to combine light
ness with freedom from prejudicial effects by vibration and jolting.
A is the shaft of the prime motor of any kind, running at a
constant speed, and mounted in a bearing, B. C is the crank pin,
coupled by a link to the piston of the hydraulic pump (uot shown),
the stroke of which is varied, for the purpose above stated, by varying
the effective radius of the crauk arm. For this purpose the crank
pin is carried by a crosshead, £>, fitted to slide between longitudinal
gibs, c, on the crank arm, E, in one with the shaft, A, and it u
attached to the rod, /, of the piston, F, of a double-acting hydraulic
cylinder, G, mounted on the crank arm, E, and whose opposite ends
are in connection with passages, H I, through the crank arms, £, and
through the shaft, A. These passages, H I, respectively communicate
through radial orifices with annular passages in the shaft bearing, to
which are connected pipes which are controlled by a two-way band
operated valve, whereby the two ends of the cylinder, O, may be
interchangeably connected with the flow and return circulation pipes
connecting the delivery and admission o( the pump with the admission
and exhaust chambers common to two independent pairs of hydraulic
engines actuating the independent driving-wheel axles. The area of
the cylinder, O, must be larger than that of the cylinder of the
pump, in order that the crank pin may be moved against the pressure
of the pump. By suitably operating the valve the water pressure
may be admitted to either end of the cylinder, O, to more the crank,
C, for the purpose of altering its radius as required, and after being
so adjusted the valve may be turned so us to lock the water in both
ends of the cylinder, and so maintain the crank at whatever effective
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radius it is set. L is an eccentric on' the motor shaft for working the
pump valves.
Referring to the second part of the invention. In engines of the
double-acting oscillating inclined cylinder type, the pistons of the
two cylinders of a pair are coupled to the same crank, and in order
to combine lightness and freedom from the prejudicial effect of
vibration of the vehicle body and jolting of the wheel axle con-
sequent on the play of the vehicle springs, each cylinder is mounted
by trunnions at its outer end in a U-shaped sling frame formed of a
pair of radius links, connected together at their outer ends by a
o
o
crosshead, and coupled at their inner ends to the crank shaft, the
outer ends of these radius sling frames being suspended by spiral or
other springs attached to the under-frame or body of the vehicle.
The sling frames of the two engines of a pair are normally inctined
at about 120° to each other, so that these frames, and the cylinders
which they support, participate only in the vertical jolting motions
of the axle by describing limited angular movements which do not
materially affect the action of the engines, the fluid circulating pipes
connected to the trunnions being of sufficient length to permit of this
slight angular motion of the cylinder supporting frame.
0,886. Explosion Motors. Count Albert da Dion and George*
Bouton, Puteaux (Seine), France. May 2nd, 1896.
This invention relates to improvements in explosion motors, and
has for its object to obtain equilibrium of the forces exerted by the
explosion of the gaseous mixture, thereby almost entirely doing away
with vibrations or unsteady working.
a and b are the two cylinders which communicate with each other
through a space or chamber, c, serving as the combustion chamber.
The cylinder, a, consists of two portions, the lower of which is of
the same sectional area as the cylinder, b, and is arranged parallel
therewith, while the upper one is of larger sectional area ; in this
case double that of the lower portion, and is arranged axially in line
with such lower portion. In the cylinder, a, is situated the double
or differential piston, which consists of two parts, d, d', the former
working in the upper and the latter in the lower portion of this
cylinder. These parts are connected by a contracted portion or
neck, <P, and each of them is provided with suitable packing rings
after the manner of an ordinary piston. In the cylinder, A, is
arranged the ordinary or simple piston, e, corresponding to the
port, dl, of the differential piston.
The two pistons are respectively connected by rods, d", e*, with
the cranks,/, of the driving shaft, which are situated on opposite
sides of the said shaft, so that the pistons travel in opposite direc-
tions. fl are bushes fitted in the connecting rod ends to give a
proper bearing surface, g is an electric igniter, which is controlled,
by any suitable means, whereby the explosions can be brought about
at the required times.
The area of the upper part, d, of the differential piston exceeds
that of the lower part, d1, uiereof by an amount equal to the area of
the piston, e. In the present instance this is brought about by
making the area of the upper part, d, double that of the lower part, d',
since the latter is equal in area to the said piston, e. The effective
areas upon which the explosion acts are, therefore, equal, and the
weights of the respective pistons and their connecting rods aro
calculated so that the moving parts are properly balanced, thus more
effectually minimising vibration.
S^jfejtft
An explosive charge having been drawn or introduced into the
combustion chamber, c, and ignited therein by the igniter, g, the
piston, e, is propelled by the explosion in the direction shown by the
arrow, x, while the differential piston is simultaneously propelled in
the opposite direction indicated by the arrow, g.
6,417. Driving: Gear for Motor Carriages. Herbert John
Dowalng, 36, Queen "Viotoria Street, London, and
Frederick Bremer, 1, Connaug-ht Road, Walthaxnatow,
Eaaex. March 23rd, 1896.
This invention relates to new or improved gear for transmitting
motion from the steam, gas, oil, electric, or other motive-power
engines of what are known as self-moving or motor carriages, to the
axles and wheels of such carriages ; and the chief objects of the
invention are to provide means for applying the power gradually to
the wheels, so as to enable the carriage to be started and stopped
quietly and without shock j to arrange the gearing in a compact
form, and obviate in some cases the use of intermediate shafting •
and to combine with such gearing, when necessary or desirable, the
usual balance gear to compensate for the unequal diameters, or the
unequal number of revolutions of the wheels on opposite sides of the
carriage.
Fixed on the wheel axle, A, is a toothed wheel, B, which gears
ono or more pinions, C, turning on suitable pivots or bearings, D, in
a disc, E, arranged to run loosely on the said axle. Also running
loosely on the said axle is another toothed wheel, F, which likewise
gears with the pinion or pinions on the disc. Rotatory motion is
imparted to the last-mentioned toothed-wheel, F, by means of a belt
passing round a pulley, G-, secured to or formed with the said wheel,
F, or by means of any other suitable gearing, whenever the motivo-
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power engine is in motion. The periphery, H, of the aforesaid disc
is fitted with a friotional brake strap, I. It will now be understood
that when the brake strap, I, is held free of the periphery, H, of the
disc, E, the latter is free to rotate on the axle, and is so rotated, by
the toothed wheel, F, causing the pinion or pinions, C, in tho disc, £,
to rotate so as to run planet-wise round the toothed wheel, B, which
is fixed on the axle, without imparting motion to such wheel or to
the axle. If now the brake strap, I, is applied to the periphery, H,
of the disc, E, the latter is gradually brought to rest ; but the con-
tinued rotation of its pinion or pinions, C, on its or their axes, D,
causes tho toothed wheel, B, fixed on the axle, and consequently the
axle itself, to rotate. On again Blackening the brake strap, . I, on
the disc, E, the latter is allowed to revolve, and its pinion or pinions
resume their planet-like motion round the wheel, B, fixed on the
axle, and they then cease to drive such wheel, so that it and the axle
are allowed to come to rest.
By making the wheel, F, smaller than the wheel, B, arranging the
latter so that the planet pinions, C, do not come in contact with it,
and providing other planet pinions connected with the pinions, C,
and adapted to gear with the larger wheel, B, the wheel, F, may be
caused to exert considerably greater turning power upon the axle, A,
than when the two wheels, F and B, are of the same diameter, or by
the reverse arrangement, namely, making the wheel, F, larger than
the wheel, B, and arranging the planet pinions accordingly, increased
speed of rotation of the axle, A, may be obtained at the expense of
power. A modified form of gear is also described.
6,814. Gas and Oil Motors. Frederick William Lanchester,
of Oobley Hill, Alvechuroh, Woroeator. March 16th, 1896.
Relates to improvements in the charging, exhausting, and governing
arrangements of gas and oil motor engines.
Opening directly into or communicating with the cylinder is a
main valve, A, of the ordinary lift type, this valve being operated at
the proper moment from a cam on a |side shaft and returned to its
seat by a spring every alternate revolution of the engine. The under
portion, or eduction side, of this valve leads to a short chamber, K,
having two valve-seated openings, C and I), placed concentric with
and opposite each other on either side of the chamber, E. These
two valve-seated openings lead respectively, one, C, into the exhaust
pipe, E, and the other, D, by a suitable port or passage to, Or, the oil
vapour and air supply. A double-seated lift valve, B, is placed
between these openings, C and D, and it is made of a suitable depth,
so that when it closes the opening leading to the air and vapour
supply, that leading to the exhaust pipe is left clear, and vite versd ;
a suitable lift brings it against and closes the exhaust opening, while
leaving the passage free to the vapour and air supply. This double-
seated valve is preferably operated by a governor of the usual gas-
engine hit and miss type.
The operation is as follows : — The engine piston makes a forward
or suction stroke, and during this time the main valve, A, is held
open while the double-seated valve, B, is lifted so that the passage to
the exhaust pipe is closed while that to the vapour and air supply is
open, a charge of vapour and air being thus drawn into the cylinder
by way of Or and E ; on the completion of the suction stroke the
main valve, A, closes, and the double-seated valve, B, closes on to the
vapour and air admission opening. The piston now makes its return
stroke, and compresses the mixture, firing it when compression is
complete, and then making a forward or working stroke. The main
valve, A, now opens, and a return or exhausting stroke is made.
When the engine is working at full load the double-seated valve,
D, now crosses over to close the exhaust aperture, and the piston
draws in a new charge of combustible mixture to be in turn com-
pressed and ignited. When a pre-arranged speed is exceeded, the
governor gear causes the mechanism to miss operating the double-
seated valve, B; and the motor piston then draws baok a charge of
exhaust gases from the exhaust pipe, E, and a missed impulse results.
An automatic or other valve, as F, may bo arranged on the exhaust
pipe, so that a certain amount of ventilation takes place at each cut
out to prevent condensation of exhaust products within the motor
cylinder.
To avoid back ignitions into the vapour and air supply pipe, in the
port or passage, Or, leading from the vaporiser, is placed a series of
thick gauze copper, or other metal, screens, as H, through which the
vapour and air is drawn, or it may also be drawn through granulated
copper.
1,108. Boad Vehicle*. George Boae, Engineer, Gowsvnloa.,
Biahopbriffgs), near Glasgow. January 16th, 1896.
The invention especially consists in the arrangement and combina-
tion of parts of the steam generator, or the construction of same.
no*.
The generator comprises a olosed metal tank, 20, for holding
water to ba converted into steam. It is mounted on a casing,
lined with fire brick, or other suitable material. Into the casing,
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is fitted an annular chamber, 22, made of two metal tubes of different
diameters welded together at ends, so as to constitute a strong closed
main vessel, 22, for generating and superheating the steam. One
end of yease), 22, is fitted with metal chimney, 26, the other end
being supported by a bridge, 27, in casing, the top being covered
over by casing so that the flame shall pass along its bottom and then
through its inside on way to chimney. To the underside of chamber.
22, is connected the two upturned ends of a series of pipes, 23, formed
on a level plane inside the combustion chamber of casing, 21, and
connected at middle by a joint to the feed water inlet pipe, 24, which
is led through the casing, 21, and provided outside with stop-cock,
25, and then connected to bottom of tank, 20. Fitted to top of
generator, 22, is the steam main outlet pipe, 28, and connected
thereto is a branch steam pipe, 29, also connected to an oil-spraying
nozzle, 30.
As applied for driving a road vehicle which is mounted on two
back driving-wheels and front steering wheels. A water tank, d, is
fitted on the carriage frame under the seats, d1, the steam generator
casing, e, being bolted to the underside of vehicle. Said generator
may be constructed and worked by sprayed oil from a nozzle,./.
A steam-engine or engines is mounted alongside casing, e, a cylinder,
g, on both sides thereof driving the shaft, »', which is geared to
revolve the driving-wheels in usual way. The exhaust steam is led
by pipe, j, to a tube coil, /, fitted in the tank, d, through which the
exhaust steam flows and is condensed. The condensed steam is
allowed to trickle into a small tank, m, placed under the driver's
seat, and is drawn therefrom through pipe, n, by a force pump, o,
and forced into the water tank, rf, by pipe, »'. By thus dealing
with the exhaust steam noise therefrom is avoided. The two tanks,
d, are connected together at bottom by a pipe, p, and at the top by a
pipe, g, respectively, to allow the water and air to flow from each
t» each. A hand pump may be fitted into either tank to create
pressure ; the combustion products are led off by an outlet on
bottom of casing into a branch flue, w, into which is fitted a coiled
pipe, r, through which the water is led to bottom of steam generator
in casing, e ■ oil is supplied from a tank under driver's seat by a pipe
to spraying-nozzle,/, the steam being led thereto from the generator
by pipe v.
are also capable of being put into driving connection with said shaft
by a similar clutch, and are in gear with spur rings, I, J, of corre-
spondingly different diameters in one with each other, and forming
the external member of a balance gear of the equational box or other
form of epicyclic gear. This external member, I, J, of the balance gear
rotates about the common axis of the two members, K, K\ of the
driving shafts of the vehicle, and upon radial axes carried by such.
external member ure loosely mounted the pair of bevel pinions, L, V,
which are in gear with a pair of bevel pinions, M, M', keyed on the
two members, K, K1, of the divided driving wheel axle.
By suitably adjusting the clutches on the second motion shaft, F,
the following four combinations of trains of gearing may be obtained
with differences of speed corresponding to the differences of ratio,
viz. :— wheels B, D. G, J ; C, E, H, I j B, D, H, I ; 0, E, G, J.
The clutch whereby cither of the wheels, D, E, may be put into
driving connection with shaft, F, consists of a male member, X, having
peripheral dogs, and carried by a sleeve sliding upon and splined to
the shaft, F, the male member engaging with corresponding dogs in a
socket, D1 or E\ in the hub of the wheel, D or E, as the case may be.
Each wheel carries a friction ring, N, also formed with dogs for
engagement by the dogs of the male member, X, said ring being held
friction-tight to its wheel by a spring-preBsed clamping ring, N1,
secured by bolts, O, and springs as shown, the meeting faces of the
friction and clamping rings being bevelled as shown so as to retain
the movable friction ring, N, in concentric position and apply the
pressure necessary to ensure the requisite amount of driving friction
between the rings, N, N', so that before the male member, X, enters
into, or after it passes out of, engagement with the dogs of the wheel-
socket, the driving is effected during the transmission through the
friction ring so as to prevent shocks. Between the friction rings of
the two wheels, D, E, sufficient clearance is left in order that the
male member, X, shall be free from both when in its mid position, so
as to provide for the motor running free, if required.
This dutch gear is enclosed by a cylindrical casing, V, acting also
as a distance-piece between the wheels, D, B.
2,569. Speed and Balance Gear for Motor Carriages. Ernest
John Clubbe and Alfred William Southey, 16, Elm Street,
Gray's Inn Boad, London, W.C. February 4th, 1896.
This invention relates to a combined multiple speed and balance
gear for motor carriages, and it has for its object to enable the
greatest number of different speeds and a balance motion to be
obtained with the fewest number of parts constituting the change gear.
The first motion shaft, A, of the multiple speed gear is geared by
two pinion!', B, C, of different diameters keyed upon it, with two gear
wheels, 1), E, of correspondingly different diameters mounted loose on
a second motion shaft, F, and capable of being put either the one or
the other into driving connection with said shaft by a combined
friction and dog-clutch of the kind described in the Specification of
2nd day of March, 1895, No. 4,618. Upon the said shaft, F, are
loosely mounted two other pinions, G, H, of different diameters, which
The clutch by which the one or other of the pinions, G, H, is
connected with the shaft, F, is similar, except that only one friction
ring, N, is employed, said ring being applied to the larger pinion, G, in
the manner above described for engagement by the dogs of the male
member, X1, of the clutch which passes directly therefrom to the
socket of the pinion, II, and conversely, there being in this case no
need of an intermediate clearance space.
If it is required to provide for reversing the direction of running,
the usual reversing device may be added, consisting of a third pinion,
B, gearing through a piniou, S, on an intermediate shaft, T, with a
third spur wheel, U, loose on the second motion shaft, F, and
capable of being put into driving connection therewith by a clutch,
X'-, M2, similar to the one first described, except that in this case
there is only one wheel to be geared with the shaft. It is essential
that this clutch be not put in gear except when the clutch, X, is out
of gear with both wheels, D, E.
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■Apbil, 1897. J
the autowtqr and horseless vehicle journal.
289
8,718. Motor "Vehicle* or Trmotion Motor*. Hoary John
Lawson, of 40, Holborn Viaduct, London. February
18th, 1896.
Relates to motor vehicle* or traction motors, and the object is to
enable the person in charge of the vehicle to back or move the vehicle
for short distances so a? to bring it to any required position, or to
start the motor.
Figl
In the arrangement illustrated in Fig. 1, the pedals, A, are arranged
to be put in or out of gear and operated by the driver seated on the
box, B, of the vehicle. The pedal', A, together with a small pinion
wheel, A1, which* is operated by them, are carried in bearings at the
ends of the arms, 0, of a U-shaped frame, which is pivoted beneath
the seat, B, in snch a manner I hot the frame, C, may be swung
forward or back bv the movement of a handle, C, connectc I thereto,
and arranged at the side of the seat. A toothed wheel, I), together
with a ohain-wheel, Dl, are carried by a short spindle in bearings in
the footboard, B, the toothed wheel, P, being so arranged that on
swinging the frame, C, forwards the pinion, A1, may be caused to
engage with tho toothed wheel, D, the handle, C, being provided
with a spring catch to engage with a toothed rack, F, in order to
maintain the engagement of these wheels. A chain, Or, passing over
the chain-wheel, D", and over another chain-wheel, H, on the motor
shaft, affords a connection by means of which the motor, and conse-
quently the vehicle, the driving wheels of which are connected with
the motor shaft by another chain, J, may be moved by operation of
the pedals on the box. A ratchet and pawl, clutch or disconnecting
gear may be used if desired.
The rear portion of the motor tricycle, illustrated in Fig. 2, is
shown to be provided with an arrangement for starting or backing
the same, this arrangement being adapted to be operated by hand'.
In this device a vertical shaft, K. carrying bevel-wheels, Kl and K*,
is arranged to run in bearings, L and L1, in the framing of the
machine. The lower bevel-wheel, K:, on this shaft engages with
another bevel-wheel, M, carried by a spindle which also carries a
chain-wheel, M', this spindle being arranged horizontally. A chain,
O, connects the chain-wheel, M', with the chain-wheel, II, on the
motor shaft. Engaging with the upper bevel-wheel, K1, is a bevel-
wheel, N, upon a spindle, which carries a hand-wheel, O, provided
with a handle, O'. To enable this mechanism to be disengaged when
desired, the lower bevel-wheel, K?, is provided with a short sleeve,
K", and is arranged to slide longitudinally upon the shaft, E, but
caused to rotate therewith by means of a feather, K4. A lever, O,
pivoted to the framing at O', is provided at its free end with a fork,
O', which engages with a groove in the sleeve, K', a rod, F, connects
the lever, O, with a bent lever, Q, which has a handle, Q', by the
manipulation of which it will be readily understood that the bevel-
wheel, K', may be moved down or up the shaft, K, so as to be in or
out of engagement with the bevel- wheel, M. It is obvious that other
similar arrangements may be employed.
19,833. Electrloal Propulsion of Vehicles. Anthony George
New and Arthur James Xayne, of Palace Chambers,
Westminster. October 22nd, 1895.
Relates particularly to cycles and other vehicles intended for use
on roadways, and consists in arranging the rotating part of the motor
or motors as the direct traction wheel of the vehicle.
The " etator," S, of this polyphase motor is shown inside the
" rotor," B, the perforations for tho windings alone being indicated,
and is secured by the web, W, to the fixed axle of tie vehicle, A.
This axle. A, is secured by tho standards, II, to the bottom board, B,
or any other suitable portion of the vehicle. The " rotor," B, is
boiled to the arms, F F, forming a second web and (aiming on the
axle, A, in the bearings, L L.
> •
. " i
^^. «•
M.
•
r
r
*.
t
i
w
.4
A
The external rim, K, is the tyre of the wheel thus formed.
The same arrangement may bo adopted with a direct current
motor, S, being in that case the stationary part of the motor, while
the rotating part (which would in that case be preferably the arma-
ture) is arranged ns is B in the drawings, in which case it will have
to be connected with a commutator in the ordinary manner.
26,210. Improvements relating: to Axles and Axle-boxes.
Konald John Living-stone Hildyard, of Oue, Western
Australia. November 10th, 1896.
A is the axle, provided with an internal chamber or reservoir, B,
for lubricant ; C is the axle-box (shown in section), enclosing tho
axle, A. The reservoir, B, is charged through the plug-hole, b, and
the lubricant finds its way to the uxle-box through the open er.d of
the axlo, and through holes, a, pierced in the axle. The axle-box,
at its outer end, is closed, but it has the plug-hole, c, furnished with
a screw plug, which plug-hole, wheu open, provides means for
flushing out the reservoir and axlo-box, when required, by hot water,
kerosine, or other cleansing liquid, poured in at the hole, b.
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290 THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Apbil, 1897.
"THE MOTOR TYRE."
Inventors .—JE8S0P BROWNE A JAMES PREECE. Provisional Protection.
The Illustration represents the latest, and as the Inventors believe the very best and most reliable solid
rubber Tyre on the Market for heavy vehicles, Omnibuses, Motor Car Vans, &c.
It is firmly secured with brass tube and eyelet bolts.
ITS ADVANTAGES ARE, Viz:-
SECTION 1.
ComiDg off an impossibility. Can be made in sections.
Easily repaired by ordinary workmen. Can be fixed to existing wheels.
Cheaper and Simpler than Pneumatics. As resilient as Pneumatics without
Once fixed holds finn until worn ont. n **[ of V*™
« uu * i v • v B«st workmanship.
Rubber not cut by i» when ^ be M m fc mm
wetted. mmL
TRIAL SOLICITED. CORRESPONDENCE INVITED.
MANUFACTURED ONLY AT THE
PITY WHFPI WflRlTQ 104-107, Gt. Brunswick St.,
bin nnixL nunivo, J£SS0P BR0WNE> Proprietor mu%
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A*.ii,i897.J THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. 291
INTERNATIONAL MOTOR CAR COMPANY,
369, EDGWARE ROAD, LONDON, W.
Sole Agents (Wholesale and Retail) for England and Colonies for the World-known
"PARISIAN" MOTOR CARS.
These beautifully made Carnages can be had in all styles. They are the leading Motor Carriages of the World, having had six years'
nstant use on the roads of France and Germany. THEY ARE NOT EXPERIMENTS, but PROVED SUCCESSES. We
hallenge any Maker in the World to produce a more reliable Motor for all round general purposes thin ours. It is not likely to break
down or " eo wrong " at awkward moments. Our Carriages are extremely simple and
reliable. They burn purified petroleum spirit which gives off practically no smell or
steam. They make , veiy little noise, and there is no vibration when the Carriage is
running. They can be instantly stopped and restarted. The steering is ext'emely simple,
anl can be governed by a child. .There is no flame, consequently no fear of fire. There
is no limit to the distance which can
be travelled. The car will run so
long as it is supplied with petrol.
They are very economical compared
with horse-drawn carriages, and are
much more pleasant to ride in. They
are veiy handsome in appearance,
nd moderate in price. WE CAN DELIVER QUICKLY. Those who are
ired of the worries and troubles of horseflesh should take a trial trip on one of our
are, and we venture to say they will never ride behind a horse again.
EVERY CAR IS GUARANTEED.
The mere fact that over 1,000 of these Cars have been sold showi
District Agents being appointed.
TANDEM fr^on METALS
Are manufactured entirely on scientific principles, and
Are claimed to be absolutely the Best Alloys for Anti-Friction purposes.
Anxious to remain
And to adopt any improvements, competition metals are constantly analysed by us. So far, however, we have found no reason to make any
change in the composition of our Standard Alloys, which are now
The Result of Fifteen Years' Experience and Exhaustive Tettt by Practical Men, and
OVER 3,000 CUSTOMERS ALL OVER THE WORLD.
TANDEM METALS fulfil better than any other their
purpose, and are therefore—
The Host Economical,
The Least Wearing,
The Most Durable,
Friction I reverting,
Resistance Seducing,
Journal Preserving,
Power Increasing.
Lubricant Saving,
AlfTI-FRIOTIOM METAXJS.
BEWARE OF IMITATIONS OR ALLOYS SOLD AT DOUBLE OR TREBLE THEIR PRICE. -•■
Apply for Illustrated Catalogue, Tests, Testimonials, &c, and Sample Ingots, which are forwarded free of charge.
THE TANDEM SMELTING SYNDICATE, LIMITED.
QUEEN VICTORIA STREET, LONDON, E.C.
Telegraptuo address:-" Air AZ.YUMO.'
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292
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Aphil, 1897.
MISGEIlAlf 9US TRADE ADVERTISEMEtp.
" FACILE "
CARRIAGE MOTOR.
THIS
is the " Facile* Petroleum OH Motor,
which requires
No aplrlt or dangerous essence.
Mo heating tube.
No constant-burning lamp.
No battery.
All of these are causes of trouble.
SOLE) MAKEBS:
BRITANNIA CO.,
Colchester.
No connection with other Arms advertising
under similar name.
ELECTRIC MOTOR CARJS.
A
promptly,
for tempo
"THE "CRYPTO" WORKS, LIMITED, 29, Clerken-
w. ll-road, London, E.C.— Frames, Gears. &c, for Motor Cyclts and
Carriages made to specification. Quotations given for any kind of< Light
Engineering Work; Mechanical or Electrical. Facilities for executing Experimental
Work.
CCUMULATOR CHARGING— C. H. Cathcart&
Co., having Plant specially adapted for this purpose, charge Cells of all sizes
.illy, thoroughly, and cheaply. Terms on application. Accumulators on hire
for temporary lighting, experimental uses, etc.— 3, Dorset Buildings, Salisbury
Square, Fleet Street, E.C. Telephone No. 65,266.
TT IS WORTH YOUR WHILE TO BUY DIRECT.
1 THE RELIANCE LUBRICATING OIL COMPANY SUPPLY, ON
APPROVAL, HIGH-CLASS NON-CORROSIVE LUBRICANTS, which.
through the superiority, have the largest sale in the world. Engine, Cylinder, ana
Machinery Oils, njd. ; Special Cylinder Oil, is. *d; ; Special Engine Oil, is. *d. ;
Gas Engine, Dynamo Oils, is. 6d. per gallon ; Special Gasolene, Benzoline, and
Petroleum, for Motor purposes; Light Machine Oil, xoid- , barrels free and carriage
paid.— Kelianoe Lubricating Oil Oo.. to and aa, Water Lane,
Great Tower Street, London, E.C. Depots at Liverpool, Bristol, Hull,
Cardiff, and Glasgow. Telegram!) : ' ' Subastral, London." Telephone No.
" Avenue, 5,891." ABC Code used.
CONVERSION OF EVERY DESCRIPTION OF
^ FITTINGS, MODERN AND ANTIQUE. Antique Candelabra, &c.f
adapted to Electric Light in such a manner as to faithfully represent candles.
Temporary^ lighting at reies^ Balls, At Homes. Estimates and plans for complete
Electric Light Plants. Motive Power : Steam Engine, Oil Engine, Gas Engine,
or Turbine
CHAMELEON ELECTRIC SIGN.
E. L. Berry, Harrison & Co , Electrical Engineers and Contractors.
Office and Show Rooms— Lyric Chambers, Whitcomb Street, London, W.C.
Telegraphic Address — " Kathode, London."
Britannia Motor Oil.
THE BRITANNIA SUPPLY CO. has, after much
experiment, brought to perfection an Oil of firat-
class quality, specially adapted for MOTOR CARS.
Whilst being an excellent lubricant, it is a very light
oil, and being pure petroleum we guarantee it will
neither corrode nor char.
Upon application we are willing to forward a supply
on approval.
SOLE PROPRIETORS
BRITANNIA SUPPLY CO.. 49, Lime St., E.C.
PJ
FLAMING SPARK.
ft CARS
HUES,
F. C. BLAKE Electrical and Mechanical Eofiaeer,
07, Fairholt Road, Stoke Newington, London, N.
MISCELLANEOUS ADVERTISEMENTS.
MOTOR PATENTS.
A GENTLEMAN, having necessary Capital, invites
correspondence from Inventors and othe-s having good Patents in con-
nection with Motors or Auto-cars. State full particulars to Entekpri««, c/o King's
Advertisement Offices, 62. St. Martin's Lane, London, W.C.
MOTOR CAR FOR SALE.
JUXURIOUSLY fitted private MOTOR-PHAETON,
"^"* by Peugeot. Seat four, detachable canoDy, wheels of cycle type, rubber
tyres, Daimler motor, perfect condition, new October, immediate delivery* Further
particulars add re w Automobile, c o The Automotor and Horseless Vehicle
Journal, 62, St. Martin's Lane, London, W.C.
PUBLISHERS' ANNOUNCEMENTS.
Now Ready. Crown 8vo, with over 300 Illustrations. Price to/6, Cloth.
MODERN CYCLES:
A Practical Handbook on their Construction and Repair,
BY A. J. WALLISTAYLER,
Assoc. Memb. Inst. C.E., Author of " Refrigerating and Ice-making Machinery.
" Sugar Machinery," " Bearings and Lubrication,'' &c, Sec.
SUMMARY OF CONTENTS.
Ch. I. — Introduction : Biief History
of the Cycle.
Ch. II.— Modern Safety Bicycles.
Ch. HI.— Modern Tricycles.
Ch. IV.— Carriers.
Ch. V. — Misc-llaneous Machines.
Ch VI.— Efficiency of Cycles.
London : Crosby Lockwood & Son, 7
ludgate Hill.
JUST PUBLISHED.
HORSELESS CARRIAGES. Illustrated. A Short
History and Account of present development, with description of
Ste m, Oil, an-i Electrical Motors. Also Hints on Working and
Management. Post Free, Sixpence.
MOTOR CARS ON HAND FOR SALE OR HIRE.
James EDW.TuKE.Aldermanbury, Bradford; Burleigh Villa, Harrogate.
Ch. VII.— Component Parts of Cyc'-s.
Co. VIII.— Manufacture of Cycles.
Ch. IX.— Repairs and Renewals.
Api>endixt Verbatim Cooy of Thomson's
Specification, No. 10,990.
1845. the first Patent for a
Pneumatic or Air Tyre.
Stationers' Hall Court,
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Mir, 18«.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. 29.'.
RAPIDITY. EFFICIENCY. ECONOMY.
"The greatest Labour-saving Invention ever offered to the Trade."
They will' set any Section of Hoop, or Patent Channel Iron, on any sort or
description of Wheel COLD, by Hydraulic pressure.
WESTS PATENT TYRE SETTERS;
SAVE YOUR TIME. IMPROVE YOUR WHEELS.
lake a BETTER AND MORE LASTING job than any other known process AT LESS THAN ONE-THIRD THE COST.
These machines are now in use throughout — -
ENGLAND, THE CONTINENT OF EUROPE, THE UNITED STATES OF AMERICA, SOUTH AFRICA,
AND THE AUSTRALIAN COLONIES.
Wherever they are used they give universal satisfaction.
FOR PULL PARTICULARS APPLY-^..
WESTS PATENT POWER TYRE SETTER SYNDICATE,
13, College Hill, Cannon Street, EX., or The Works, 140, Thornton Road, Bradford.
The "IC ." Tyre.
PERFECTION RUBBER TYRE.
FOR LIGHT AND HEAVY VEHICLES.
NOT TO ROLL OUT.
This Over
is no experiment, 36,000 pairs in use
see opposite. in the United States.
We compress the rubber so that, If it is cot, it closes np and no material injury is inflicted, and consequently wears smooth.
An examination of the Principle of our Tyre convinces yon of ita superiority over all others.
SOLE MANUFACTURERS FOR THE UNITED KINGDOM :
i ill t-'T nnuumiv 65 * *7> wharfdale road,
Ji W i Ar li UUNNULLI J & ALBION WORKS, KING'S CROSS, LONDON, N.
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294
TSE AUtOMOTOtl AND SOMELESS VEBlGLE JOVMAL.
[Hit, 1897.
THE LAMINA ACCUMULATOR
CA
CIGARS.
OF ALL
TOBAOOONISTS.
Prloe 3d. oacb.
Pronounced by
Connoisseurs to be
better than Havannahs.
MEDIUM^
MILD INDIAN"
CIGAR. MADE IN
MADRAS. Of exquisitely
Choice flavour and deli ate aioma.
, ' Py far (he larger! Rale of any rl^sr In the world.
Awatu?d Two Gold M dais. SoUlevciywhcrelnthrccsl7.es.
No.l,22s.; No. 2. 30s.; Douqucts, 21s. DC hundred., arrlacepald.
samples 4 &5.1s<12M<>mps>. FlnrdcDlndlsiilClsarellea>
all tobacco lent. 8* pc- 10^. twelve for 1*.
^BrJWLAY&COViPANYILimited).,
.rn i o.ter*. '0 iintl 74. Strand. W.'J
a .d 1 IS. Checpsldc. E C.
Established in
tli-. year.
nso.
CIGARS.
SOLD
EVERYWHERE.
Prloe 3d. eaeb.
We are receiving most
gratifying letters from
Customers in praise of
these Cigars.
Sold in Two Sizes— No. 1, 22s. ; Nr. 2 20S. ; Bouquets (Small and Mild) 211. per lOO, Carriage Paid.
Flor de DlndlffUl Clrarettes, 8a. pe; lOO, Carriage Paid. Assortment of all the above in box complete, !£■. ««., Post Free.
., 49 4 74, STRAND, W.C., 4 143, CHEAPSIDE, E.C. ^^IS&PK&V*"'
OABX.'BSS, CAPEL * LEOMAJtO, of Hope Gbemloal Wo-ks, an* Pharos Works, Haokney Wick, London, K.E., specially dtstU
Petrol, tbe Spirit best adapted for Motors, Motor Carriages, Launches, etc., etc
Maximum of efficiency and perfect combustion ; therefore great economy, and no deposit in cylinders.
XtrO TB(
CARLESS, CAPEL * LEONARD Save tipplled ike above lor tkt Daimler Motors (or over (Ivi rein, ail Sold tbe Blfbut testlMoiials.
SAMPLES AND
PRICES ON APPLICATION.
TBIY ALSO SUPPLY LDBBICATIXO OILS AID QB1ASE8.
TELECRAMS
• CARLESS, HACKNEY WICK,'
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j
THE AUTOMOTOR
-AJXTI3
HORSELESS YEHICLE JOURNAL
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
Circulates amongst Makers and Users of Autocars, Cycles, etc., in the United Kingdom, the Colonies
and the Continent.
Vol. I. No. 8.
MAY 15th, 1897.
Price Sixpence.
CONTENTS.
THENEWYORK
PUBLIC "UfiRARY
: abtor, lew*: am?;;
•TILDtM FOUNDATIOHa,
Motor Traffic
NevU'e't Marine Oil Motor
Note* o( the Month
Motor Competitions
Motor Car and Cycle Exhibition
Tht Sttfinter Hoau Carriage Competition
A Motor Wagonette
Efficiency of Stram-Kngincs ...
Travelling Without Horses in 1770
Death of .il. Lerssjor
Til* "Matter Patents" of the British Motor Syndicate and Boots and
Venablrs
Marine Motor Notes
The Motor-Car In South Africa
Motor-Can
Indiarubber
Practical Hints
Mr. J. H. Mann on Autocars
Tha Tyres of Motor-Car Wheels
EUeaon'a Electro Motor-Car
Answers to Correspondents
Tha- British Motor Syndlcvc's " Master Patents " and Boots an-1 Vennbles ...
A Municipal Trip
The Vse of Petroleum in Prime Movers
The Police and Motor-Cars
A Park Phaeton Motor ."
Continental Notes
SeTf-Propelled Traffic Assoclitlon '
Mechanical Haulage between Liverpool and Manchester
Kevlews of Books
Correspondence "
The lightning Express
International Motor Car Company
The Bazln Boiler Boat
Compressed-Air Motors for Tnuncara
American Notes
"Ivel" Ball Bearings ... '"_
New Inventions
295
305
306
S07
307
307
308
308
309
309
310
311
312
312
313
313
313
314
314
316
317
318
318
31!>
320
321
321
321
323
321
325
32ft
32:-.
326
326
328
328
MOTOR TRAFFIC*
(Chieflt Technical.)
♦
By SIR DAVID SALOMONS,
My audier.ee will probably think that it is presumptuous on my
part to read another paper on the well-worn subject of self-
propelled traffic on the highway. An excellent series of lectures
was delivered in this room by Mr. "Worby Beaumont, which
dealt mainly with the history of the subject. Mr. Cunynghame
also read a paper here of very considerable interest, while else-
where a great deal has been written and said on the same
• Bead before the Society of Arts, May 12th, 1897.
question by others as well as myself, covering a sufficient
amount of paper to light the fires of a large household through
a loDg winter. Probably no lover of music would be bold
enough to assert that because millions of melodious combina-
tions have already been produced from a limited number of
notes on the piano, that at no future time may we expect
further combinations likely to produce a pleasant effect on the
mind. May I therefore venture to think that, in dealing with
the various points bearing upon the question of self-propelled
traffic, there yet remain possible combinations which may prove
of interest to an audience? If the proposition be true, >ou will
possibly allow that, in addressing you en this subject once more,
the presumption is not so great as it might at first sight aupear.
I do not propose on this occasion to discuss the pros and cons of
motor traffic, as to where its uses and abuses lie, but to deal
with the matter rather from a technical point of view, and to
examine the patent law so far as it affects the question. The
former has been already attempted, but not, to my mind, in a
satisfactory manner. Too much history has been mixed up with
the subject, as well as loading it with pure theory. The interest
I have taken in the matter has led to the forming of a large
collection of books, old and new, dealing with road traction, as
well as prints and engravings illustrative of the same subject.
Indeed, I doubt whether anyone has a more complete collection
of the kind, and a careful perusal of the various volumes and
plates is most instructive.
The two chief lessons to be learned by their study are the
following : —
(1) How few patents taken out recently in connection with
the subject are original.
(2) How the whole tendency of the construction of Jight
vehicles gravitates to the better types of those in exist-
ence between the years 1820-30.
We, of course, possess an advantage over the constructors of
that period, inasmuch as we have improved materials to deal
with, and cau therefore produce a better kind of engine and
boiler, in the csise of steam. Much surprise has been expressed
by the uninitiated, not even excepting many engineers, as to
the reason why the horse-power to be canied on the motor-
v propelled vehicle should be greater than when the living horse
is employed. I will examine this question first. You will fully
realise that if carriages had wheels no larger than the ordinary
reel of cotton, the usual obstiuctions to be found on highways
would generally be as high or higher than the diameter of the
carriage-wheels ; so that when the obstructions were met by the
wheels, if the former were loose they would be pushed along,
and if fast, progress would become practically impossible, and
the wheels would be destroyed or wrenched off before the vehicle
had proceeded many yards. On the other haud, if the wheels
x 2
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296
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Mat, 1897.
were to be, say, 30 feet in diameter, even considerable obstruc-
tions on the road would not be materially felt, as tlie wheels
would rfasB over them with the utmost ease* lti practice such
large wheels could not be used. I will therefore suppose that
the usual diameters as generally seen on carriages are employed
when dealing with this subject, so that the wheels are from, say,
three to live feet in diameter. We all know why, thanks to the
careful investigations of the late Mr. Froude and others, the
fish moves with such freedom in water when it is completely
immersed, the reason being that the power necessary to divide
the water in advance is compensated for by the closing of the
water behind the fish, which gives it a push. Its curved out-
line is so admirably formed that the fish is capable of moving
through the fluid in which it lives with virtually nothing more
than skin friction to be overcome. The same might be thought
to take place in the case of a carriage rolling along a rough road
— i.e., the extra power required to get the wheels over an
obstacle should be compensated for by the downward run when
descending the other side. To some extent the theory would
hold good for exceedingly rapid motion, but not for speeds per-
mitted on high roads, and for the. following reasons : — It is
evident Umfc a wheel, in surmounting an obstacle, rises gradually,
but it descends through a less distance as a rule, because the
obstacle, a-atone for instance, has probably been sunk into the
ground or broken smaller by the wheel's passage. But supposing
no crushing action takes place, as might well he the case with a
very light vehicle, then why should the work be harder to pull
it over a .rough than a smooth road 1 The answer is, that in
passing over a rough road, the speed being slow, the sum of the
pulls necessarv to get over the obstructions is far greater than
the sum of the accelerating forces on descents, owing to the
tendency of the wheel to push into the ground before sur-
mounting the obstacle, and this applies in all cases. If the
obstructions on a highway consisted of a series of symmetrical
waves, switchback in form, it is clear that the carriage would
raft slowly up an incline, and more quickly down. The average
power used, supposing these undulations to 1>e on an otherwise
good road, would be no greater than had these undulations
not existed, although the carriage would have advanced by fits
and starts. In giving these various explanations I have assumed
that the horse is drawing the vehicle, and the line of draught is
therefore at a point somewhat higher than that of the axles —
in other words, inclined backwards to the road, which is a great
advantage, because the pull tends to lift the wheels over the
obstructions. Supposing, now, we place the horse behind the
cart and make him push it with his chest, what would be the
result 1 The wheels, instead of being assisted in surmounting
obstructions by the lifting tendency, would now tend to drive
themselves into the ground behind the obstruction, and the
horse, which might have advanced with the greatest of ease
when placed in front, would have his work cut out to push the
cart from his new place. Here we have the condition imposed
upon a self-propelled vehicle. This difference between dragging
and pushing is well shown in the case of a railway- truck on
which porters move passengers' luggage. If the truck, when
loaded, meets with an obstruction, the only way to advance
easily is to turn round and pull it along. I should like for a
moment to consider the manner in which the power is derived
from the horse. Of course, we must all admit that primarily it is
muscular action, but most people think that a horse advances
solely in consequence of the anchorage obtained on the road by
means of its feet, whereas there is another very important
action brought into play, which those who watch these animals
carefully will easily observe. It is well known that a heavy
horse can drag a greater load than a light horse, and I think,
when you consider the special point to which I will refer, the
reason is very obvious, although of the two horses in question
one need not have greater muscular power than the other.
Riders are aware that during a trot, and indeed at all times, the
body of the horse rises and falls. The rising of the horse is due
to muscular power exercised against gravitation, whereas the
fall is due to gravitation alone. Since the horse is advancing
during the time, a curve of a wave-shaped form would represent
graphically the rise and fall of the horse's body. It, therefore,
appears evident that there is during half the period of advance,
a time when gravitatiou materially assists the progress of the
vehicle, and the greater the weight of the horse the more it will
be in favour of the load being pulled. Consequently, the heavy
horse has an advantage over the light one for heavy loads. It
appears to me that this, what I would term undulatory
advance, is in a large measure equalised by the spasmodic
advance, due to the horse's feet pushing against the road, aud
here is to be found one of the chief reasons why the carriage
runs with smoothness. No motor has ever yet been devised
combining these two properties. Gordon and others invented
vehicles with feet to imitate the progress of the horse, but the
rising and falling of the heavy weight was absent in these
devices, and may possibly have been the reason why they proved
complete failures. It may readily be imagined how jerky the
advance would be without this compensating governor.
Pneumatic Tyre*.
A few words respecting pneumatic tyres are not out of place.
An ideal road would be one of a hard elastic surface capable of
permitting all inequalities to sink into it without friction, when
the wheels meet any obstruction lying upon it. Such a road in
practice cannot exist. It is, therefore, necessary to seek a
means which -will produce the same result A pneumatic tyre,
suitably constructed, will give the equivalent of the ideal road,
i.e., the obstructions which the tyre meets will sink into it, and
the travelling load will not be raised against gravity. Losses
by friction, however, remain the same. The advantages to be
derived from the use of the pneumatic tyre cannot, however, be
gained except by encountering many other troubles, of which
those who use this class of rim are well aware. They may be
summed up as the mechanical defects of the system. There
is a popular notion that by the use of the pneumatic tyre
advantages are always gained. This is only true if certain con-
ditions are observed. It is evident that unless the tyre is
inflated to a proper degree which must be regulated by the
load, also that it shall be of sufficient diameter that the stones
most generally met with on the road will sink into the tyre —
the pneumatic, so to speak, must swallow all the obstructions
it meets with in its path — its main virtue would be gone.
Personally, I do not view with the utmost favour the pneumatic
tyre, on account of the mechanical disadvantages. Indeed, if
the springs of a carriage are sufficiently well made and adjusted,
a circumstance rarely to be found, the advantage of the pneu-
matic is almost absent, and I believe that for motor traffic the
steel or solid rubber tyre will prove the favourite in the long run,
when sufficient attention is given to carriage springs. The chief
function to be fulfilled by the carriage spring is to enable the
load to travel on the level whilst the wheels of the under
carriage are mounting up and down as they pass over road
obstructions. The weight of the portions which rise and fall
are very small, compared with the vehicle and its load.
Although it has been asserted that the draft is greatly
diminished by the use of pneumatic tyres, my own experience
does not bear this out except in given cases. On bad roads an
advantage may be gained, but on good Ones the steel tyre carries
the palm. Quite apart from experiments, it is only necessary to
watch the pull exerted by a horse on various classes of roads
with the same carriage tyred in different manners. It is found
that the rubber of the pneumatic tvre will burn if the load is
very heavy. Whether this is due to the successive compressions of
the air when meeting obstructions on the rond, or whether it is
owing to the friction of the air in the tube, due to lag in having
to pass through a very restricted opening in a portion of a tube,
i.e., that part which is in contact with the road, and to friction
generally, it is difficult to say. The fact is there. Messrs. de
Dion and Bouton had the greatest trouble on this score with
their tractors, and finally decided to fall back on the solid
rubber. It is quite possible to make a pneumatic tyre suitable
for very heavy roads, but the thickness and size would be so great,
that the advantages to be derived would be virtually absent.
In the case of cycles and motor-vehicles of that type, the pneu-
matic tyre is an undoubted advantage, for in one case it removes
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much of the vibration from the feet, which would be conducted to
the body, and in the other it might be found difficult to introduce
suitable springs on the ground of the weight or of expense. The
pneumatic axle is the true solution to the trouble, when a satis-
factory one is made. The horde is able to start a carriage bv
exerting his maximum power. He anchors bis feet to the road,
throwing forward and dropping the weight of his body. An
engine, however, does not possess this property. An engine of
any given horse-power has its capacity calculated for a given
rate of speed. For instance, if a six brake horse-power motor
is purchased with a normal speed of 300 revolutions per minute,
it is understood that this brake horse-power will only be given
off when the speed in question is reached, at a given gaseous
preasuee in the cylinder. Consequently, when the crank, or its
' equivalent, is turning more slowly, six horse-power is no longer
. given off. It is at the moment when the vehicle is to be started
on the road that a large horse-power is required, and it is at this
time that the engine is incapable of giving it, unless it is run at
a considerable speed first, and then geared to the carriage. This
is a quality, and indeed a defect inherent to all the known oil
, and gas motors, where a clutch of some kind is necessary. Great
pains have been taken to achieve success in starting and stopping
oil and other motors of this class placed on carriages, when passing
through traffic, but even if this latter end were attained nothing
would have been gained, because of the time necessary for the
motor to get up its speed before the carriage could start running
afresh. It may therefore be concluded that until some further,
and at present unknown, improvement comes about, the oil-
motor will have to be kept running at all times during temporary
stoppages, which, apart from other disadvantages, is very waste-
ful. The electro-motor offers certain advantages, inasmuch that
it is easy to stop and start, for. accumulators possess a reserve
power similar to the steam-engine, but maybe at the risk of
wearing the accumulator. Of course, if large electro -motors
or other forms of engines were carried than are necessary,
some of the difficulties pointed out would be greatly reduced ;
but practical considerations, such as expense, great additional
weight, bad economy in working, bar such a procedure.
With the steam-engine we have a great reserve power. It
is merely a question of raising the steam-pressure by the
application of more heat to tlie boiler, or of using the heat
already given to the boiler in a more advantageous manner, to
obtain the additional power. It might be urged that a four
horse-power steam-engine would not be strong enough to render
10 horse-power at any time ; but by putting a few pounds extra
weight into .the working parts there is no difficulty or danger in
accomplishing this, though such an engine would not be suitable
for running continuously at the higher power, on the ground of
want of economy, as the boiler would be continually strained to
its utmost, and this, although it might not be productive of
danger, would be an unfair tax to place upon it, and would
necessitate earlier renewal. This is why the steam-eagine, when
placed upon the road carriage, can start and stop in the traffic
with the same facility as the railway locomotive does with its
train. It has been urged by some leading engineers that the
main success of the railways has been due, not to the loco-
motives, but to the nature of the road, and no doubt there is
much truth in this, for plate- ways, granite- ways, and other
tracks of a similar nature suitable for highway purposes have
been proposed, and may in the future find still more favour.
But it is hard to bring one's self to imagine that the ingenuity
of man cannot modify the locomotive to suit the road, when it
has harnessed far more difficult problems. Many devices have
been put forward for constructing a road engine which shall lay
its own rfcils as it proceeds. Some of the methods are very
ingenious. In some cases planks or rails are laid and raised as
the wheels pass along.; in others, the wheels travel in a large
circular ring. Patents for similar methods have beeu taken out
over and over again, and it appears to me a disgrace that a
Government Department should thus take money under false
pretences. All the advantages to be gained by the use of
movable rails or other equivalents can be obtained by modifica-
tions in thq wheels, without the auxiliary. At the same time,
.there, jft much to tie said -in, favour of some qf. the proposed
schemes. I will give one or two' instances.' 'If a combined
locomotive and wagon is to be taken over a ploughed field to
collect produce, the process might be impossible if the ground
were soft ; yet, if planks were laid along the route to be taken,
the difficulty would be overcome. The equivalent to this would
be self-laid rails carried by the locomotive. Again, the wheels
running within a large circle present the advantage to be gained
by the use of very large wheels, which by any other method
would be impracticable, so that a locomotive could proceed over
very bad roads, which might otherwise not be possible without
excessive engine-power. It has become the habit to pooh-pooh
these devices, but I think that there is more advantage to be
gained from them than it is usual to give credit for, especially
under certain given conditions.
Steam' Motors.
I will now turn to steam power on the highway. After a
careful study of probably every self-propelled carriage which
has been made from the earliest times to the present day, I have
come to the conclusion that Hancock's disposition of the working
parts cannot be improved upon. This was my opinion long ago,
and I was pleased to find Sir Frederick Bramwell and others
uphold the same view. I pointed this out to M. Serpollet,
who, having examined the matter, is in full agreement, and
his new carriages are being built on these lines. I regard
this circumstance as a compliment to English engineering.
Of all motors for carriages at the present day, I hold
that steam is by far the most suitable and advantageous
for real work, and that wheu the Serpollet boiler or one of a
similar type is employed, nothing more can be desired for many
years to come. Of English manufacturers already busy at work
on steam road vehicles, Messrs. Philipson and Thornycroft may
be reckoned amongst the leaders. The steam carriage which
has been brought nearest to perfection at the present time is
that designed hy M. Serpollet. I will therefore give a brief
description of his vehicle with its most recent improvements.
M. Serpollet has adopted the present type from the instructions
I gave for the carriages constructing for me. The engine and
disposition of the parts are all simple matters not subject to
patents, and not capable of material improvement, as they have
all been common knowledge for the past 70 or 60 years. The
boiler and furnace alone have beeu the main difficulties in con-
nection with the subject Many waterless boilers appeared
before M. Serpol let's time, but to him the credit is due for
having devised a form of boiler, simple, cheap, and effective.
The principle of the Serpollet boiler is so well known that I
need not enter into it again. It will only be necessary for me
to describe the boiler and furnace in their most recent form.*
The earlier ones were not practical from an engineer's point of
view : the furnace was large, a great weight of fuel was neces-
sary, and fumes were produced. The present boiler is made up
of several tiers of crushed bent tubes, the steam space being
horseshoe in section, and a petroleum furnace. The chief
improvements consist in very materially strengthening the
metal of the tubes, which gives the advantage of a reserve for
storing heat, which is essential, as well as for durability's sake,
and the method upon which the tubes are built up is far simpler
and renders repairs, when found necessary, rapid and easy to
carry out. Those tubes which are nearest the fire are thicker
than the elements more distant. In some forms the tubes are
further bent into spirals, thus giving additional strength and an
increased heating surface. The fire itself being a heavy oil
petroleum furnace, offers lightness and security against break-
down and accident. A large reduction in weight, due to this
form of furnace, gives an all-round advantage, especially now
that the engines are constructed to condense. The ton of fuel
and water which at one time it was necessary to carry, is now
largely dispensed with, and in consequence the carriage does
not require to be so strongly built. Ten hundredweight, at
least, are saved in the weight of the carriage and furnace. In
consequence the older carriages, which weighed at least 2 tons
■ •■.* $« Tbk Autohoto* axd Houii*aa Viaicue JoranaLfor January and April.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Mir, 1867.
when prepared for a long journey, could now be constructed to
weigh 10 to SO cwt. laden But as the carriages at present
being made weigh nearly double the lower weight mentioned,
it may be asked why should this be so f The reply is, that
there is a growing tendency among French manufacturers to
build on English lines of solidity rather than elegance and
lightness, and a great deal more weight is being put in those
portions where the strains come. Six cwt. is very soon accounted
for when this is done, and iu order to secure the convenience of
a movable body, portions of the framework are duplicated, i.e.,
the underframe must be there as usual, and the frame for the
body must be a separate one, so that additional weight is found
in this direction. The modern steam carriage weighs about
18 cwt., and is far more satisfactory than the old forms, and
decidedly superior to any of the oil-driven motor-carriages which
have appeared before the public There are many points of
importance in the construction not new in themselves, in which
strength and lightness are the main features obtained. The
guiding bar does not act directly in steering operations, but by
meaus of a multiplication wheel, for unless some method such as
this is adopted tnere is a danger when meeting a large stone on
the road of overpowering the driver and throwing the carriage
to one side when travelling at a fair speed. The multiplication
arrangement gives better control to the driver rendering such
an accident impossible. Another way is to place the turning
point of each wneel within or over the axle. The body of the
• carriage, so far as the eye is concerned, appears as one. In
reality it consists of three divisions : the conductor's seat with a
place beside him in front ; a boot at the back, similar to that
of the phaeton, but no seat in it ; and between the boot and
the box seat the space is occupied by a Victoria, brougham,
van, or any other kind of body that may hi desired, these
bodies being removable without recourse to tools, and inter-
changeable at pleasure. The front place can be covered by a
glass cab to protect the driver and his companion from the
weather. At the back of the boot are two doors. On opening
the right h-ind one the boiler is seen, and the left hand cup-
board contains a vertical engine. ' The engine is a double
tandem expansion type, and the reduction of speed as between
the engine and driving wheels is not great, this being effected
by means of a specially constructed strong single chain situated
midway between the right and left driving wheels just as
Hancock placed it in his carriage. This chain is dispensed with
in some cases so that the driving is direct. The engine cranks,
chain, and any other working parts are completely encased, so
that no mud, dust, or wet can reach them. The engine is
capable of giving off powers varying from four horse-power
normal to 10 maximum. The boiler pressure can ba raised to
16 or 17 atmospheres without danger. Briefly, the following is
a summary of the advantages presented by the new petroleum
furnace : —
(1) No smoke is produced when the burner is preparing to
be lit.
(2) Very little methylated spirit is required for lighting.
(3) When making a stoppage for a considerable time, such
for instance as paying a call, the petroleum is cut off
from the main burner whilst the auxiliary burners
keep the former hot for starting afresh.
(4) The burner can also be cut off when descending a hill.
(5; The expenditure of heavy petroleum, which can be
obtained in this country at from :)</. to 4d. per gallon,
would not, on the average, exceed in the case of a
carriage such as described l£ gallons per hour when
cam ing four people at a speed of 12 miles per hour on
average roads.
(6) The weight of the carriage unladen will not be greater
than one ton.
.-.: (7) Six minutes only are necessary to prepare the carriage for
v running, and being free from all complications any
intelligent man can drive it.
The natural question suggests itself, should the boiler or
burner Wear out how often is renewal necessary? In the case
of the boiler it is only, the lowermost tuba, which requires
occasional renewal, though, of course, in time the boiler will
wear out. The present cost of this tube is about £1 10*., and,
perhaps, one or twice a year it might be necessary to replace it
if the cirriage is greatly use J. The whole boiler is priced at
the present time at £30, bat total renewal is necessary only
after many years of wear. I should estimate that even with
hard work, t'.«., working the boiler harder than is fair, the
annual expense would be considerably under £5. ■ These
boilers when made in England will undoubtedly be cheaper.
The expense of renewing any part of the burner is exceedingly
small, a few shillings would be the outside, and it would
probably not be necessary to do this every year. The repairs
and expense of certain renewals in the case of petroleum driven
carriages is far greater than this, as all those know who own
these vehicles, so that steam possesses the advantage over all
such motors, although I am retdy to admit that when a light,
cheap, and lasting high-capacity accumulator makes its appear-
ance, electricity will stand Vjefore steam for attention and
comfort, if changing and charging stations exist throughout the
country at easy distances. There are several points in connection
with steam-carriages which cannot be over-rated, and greatly
to be appreciated, oy those who have beeu in the habit of using
petroleum-driven motors. The chief one is that the crawling
process up a hill is dispensed with, and 12 miles an hour up the
steepest hill which horses and carriages at present climb, can be
obtained without an effort. Secondly, when stopping and start-
ing in the traffic, the engine is stopped and started as would be
done in the case of a horse. Since the whole of the steam ia
condensed none of it passes into the atmosphere. Should by
chauce any do so, being superheated, no vapour escaping is
visible, and days may go over before it becomes necessary to
take in a fresh supply of water to make up for any slight waste
there may be. There are no valves to grind, no cylinders to
clean, no inflammable material to store at home or carry when
on a trip, no unpleasant smell is produced, there is absolute
freedom from vibration, no chance of a breakdown when least
expected, no accumulator to charge, or platinum points to be
renewed, no ignition lamps and tubes requiring attention and
occasional renewal, all repairs that may become necessary at any
time, the carriage builder, or even the village smith, can carry
out. Quite apart from the advantages mentioned there is
another which is of great practical importance ; and is, that any
moderately intelligent man, with a few hours' _ instruction,
becomes master of the engine and carriage. It is possible to
find men who have been accustomed to steam-engines in large
numbers. There ousrht, therefore, to be no difficulty in finding
a supply of drivers in proportion to the demand. This is not
the case with oil-driven vehicles, on account of the complexity
of the working part-", combined with a quality unknown to the
steam-engine— that of developing some new defect when least
expected.
Oil and Gat Motor*.
All motors may be divided into balancad and unbalanced
sections. By " balanced," I do not refer to the parts of the
machine being duly poised, such for instance as additional
weight placed on some part of the fly-wheel to balance the
weight of the crank and any rods on the opposite side. I use
I the expression in regard to the primary force. For instance,
we all know that in the gas-engine the running is spasmodic,
and can only be overcome by the use of enormously heavy fly-
wheels, so gre.it indeed that in practice a certain amount of
jerkiness is preferred. All oil-motors are gas-engines, and
nothing more and nothing less. They may, therefore, all be
classed under the one head. Steam and compressed-air motors
come under another category. It is well to point out the
difference betwesn the two classes of engines. With the gas-
engine, the pressure starts at a maximum and falls. With
steam and compresssd air, the pressure may rise- gradually -to a
maximum, and then fall. This is why steam aud compressed-
air motors run so smoothly. It may be contended that the
same result could be obtained in the case of the gas-engine, by
using a separate vessel to explode the gas in, and then admit
such gases into the cylinder, under steam-engine conditions.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
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Many years ago I made a large number of experiments in the
hope of obtaining success in this direction, and many others
hare done the same. Although the results are successful in one
sense, it is at the expense of efficiency and extra weight. There
is a method of obtaining smooth motion from gas ana oil motors,
by counterbalancing the explosion. Many such engines have
bees constructed, and consist as a rule of two cylinders in each of
which there are two pistons moving away and towards each other.
Complete success can be obtained, by this means, but only by
the introduction of great complication in valves and gvar so
that in practice it is probably more convenient to be subject to
vibration in an oil or gas motor-carriage when running at low
speeds than to incur the risk of difficulties which roost arise
with still more complex machinery. When: oil motor-carriages
are running at a moderate speed the vehicle becomes the fly-
wheel, and the greater part of the vibration disappears, but
there is no means of obtaining regular and steady motion at
slow speeds, however good the governor may be. There will
iilways be a tendency for the engine, when the full power is not
necessary, to run faster than the- governor allows, and the speed
is arrested. This action keeps on repeating itself, consequently
the- carriage advances by fits and starts. The oil motor-carriage
is only comparable with the horse-drawn vehicle for comfort
when running at high speeds. With steam, compressed air,
and electricity, these disadvantages are completely absent, like-
wise the necessity of a clutch or its equivalent. I have made
some experiments with my oil motor-carriage on roads covered
with snow and ice. It is known that many possessed of such
carriages have traversed portions of Switzerland and elsewhere
covered with snow. I am ready to admit that such carriages,
lightly laden, travel well over snow, but after a thaw, succeeded
by a frost, hill climbing becomes a dangerous proceeding. I
have found on several occasions, although the ni'itrice wheels
were revolviug, the carriage body slipped backwards, and
uaturally no brakes are of any avail under such conditions. I
took the safest course at such times, and turned the carriage
gently iuto the hedge, and waited for help, or procured sand to
fet a grip on the road. It is evident also, under such con-
itions, the power of the engine is not a factor in the case. I
would strongly recommend possessors of these carriages to
supply themselves with an ice brake similar to that which I
have put on my own carriage. It consists of two rods of iron
with prongs at the free ends, the other ends of the rods being
hinged to the carriage. When mounting a hill covered with
ice, the rods are lowered to the ground, and if by chance the
carriage cannot advance, the spikes at the free ends of the rods
stick into the ground and prevent an accident. This brake is
inclined at an angle of 45° to the road when resting on the
ground. Ice wheels may also be required in some climates.
Electric Motort.
A few words may now be said in regard to carriages driven
by electric energy. It may be desirable to point out why
electricity is not in the competition at the present time, except
to a very limited degree, so far as independent traction is con-
cerned. The only known practical method now for storing
electricity is by means of batteries, either primary or secondary.
The primary batteries are too troublesome and expensive in the
present state of knowledge to call for any remarks. The
secondary battery is either too heavy, and if light, too costly
for repair to be regarded otherwise than as a luxury. It is
claimed by some makers that the vibration to which they would
be subjected, both in the case of the heavy and the light type,
does no harm and the maintenance is greatly reduced. I have
no desire to let it be thought that all these statements are false,
but I would point out that there is absolutely no evidence to
bear out such assertions. All the evidence of the past is against
the probability of such statements being fulfilled, and no new
discovery has come to light to revrrse past experience. More-
over, the only proof which can be brought forward contains the
factor of time, and this has been so far impossible on account
of the supposed improvements being very recent. It is only
fair to state that some of. the accumulators which have appeared
of late, are more suitable for traction than the earlier ones.
I
The modifications consist in using celluloid pots, which are
lighter than glass, trans|iarent, and not brittle. These pots
can be closed effectually. The plates in the sections are made
thinner, and in some cases wrapped round with perforated
celluloid, the intention being to prevent possible contact
between plate and plate. The most promising separator is
the material devised by Mr. Joseph Swan. It is like cotton
wool in appearance, though in reality celluloid. This " wool "
is packed between the plates and around the sectiou, converting
the cell into practically a dry one. Notwithstanding these
improvements, there is yet an element of possibility that the
maintenance will work out higher than is anticipated, but at
any rate, the mechanical advances referred to have greatly
improved matters, although the electrical properties and
efficiency remain much the same. But to leave the subject
of maintenance out of the question, the light accumulator is
very heavy, and the losses for any type cannot be estimated at
less than 20 per cent., and in practice 30 per cent, is much
nearer the truth. Hence it would be unfair, from a commercial
point of view, to regard the cost of the energy otherwise than
one-third more than that at which it can be produced. There
would be few who will disagree with me when I state that ii
very fair price for the electric energy per unit is 3d. Although
I do not contend that under exceptional conditions it cannot
be produced for less, yet the figure given is by no means an
unreasonable one, from the extensive knowledge we have of
the cost of the production of electric energy at lighting-power
stations throughout the kingdom. Consequently, if the electric
energy is to be carried, about Ad. per unit is a fair estimate of
the cost when used on a moving vehicle. Roughly speaking,
three-fourths of a unit is a theoretical horse-power. In practice,
unless the motor is very large, say, exceeding six horse-power,
one unit per horse-power is the approximate expenditure of
energy per hour. No doubt many will say that this is exces-
sive for a carriage carrying a six horse-power motor, capable at
times of giving off a larger power, but I would point out that
when the roughness of the roads comes to be considered, and
the stop and starts necessary when approaching and running
through towns, my estimate is an exceedingly fair one. To
sum this up, I contend that, as matters stand to-day, it is
impossible to reckon the power delivered in an electric carriage
at less than Ad. per horse-power per hour, which, of course, is
enormous, when it is further considered that maintenance has
not been taken into consideration at all, and that only a short
distance can be run before the accumulators must be re-charged,
and that unless charging stations are to be found throughout
the locality where such carriages run, a useless mileage must bo
added for getting the vehicles to the charging station and back
to the points where they have to be used.
Benzine and Sleam Carriage*.
Now compare these conditions with those of benzine and
steam cari iages. The cost of benzine gas may be roughly taken
as equal to coal gas at 3*. 6d. per 1,000 cubic feet. Hence a
gas-motor using benzine works out nearly one-fourth of electric
energy. In the case of steam, using petroleum for the furnace
at, say, 6d. per gallon (in large quantities, however, it can be .
purchased at about half this price), the cost per horse-power
per hour would not differ materially from the cost of the
benzine-motor, and consequently far cheaper than electric
energy. In steam-engines using coal or coke, takiusr the price
of fuel at £1 per ton and the consumption at 12 lbs. of fuel
per horse-power per hour, the cost is about the same as crude
petroleum.
It has, however, been found in the case of locomotive engines
that the petroleum fire U nearly double the price of a coal one.
In this case it must be remembered that coal was costing about
half the figure I have just given, so that if coal, say, at 12*. per
ton, can be obtained for road traction, the working cast is still
further diminished. Practically benzine and steani come out
four times chi-aper than electric energy. All these facts should
be borne in mind bv those who think of embarking money in
electrically propelled vehicles. In round figures the efficiency
of a good steam engine mav be taken at 10 pe!r cent., but fdr a
x 4
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road carriage this would probably not be better than from 5 to
7 per oent. A gas engine, whether using coal benzine, or other
gas, has an efficiency of about 25 per cent. Electro motors have
a commercial efficiency of from 80 to 85 per cent., but in this
latter case so many conversions of energy are made between
the coal and the electro-motor, that the actual efficiency is very-
low indeed.
Electric Motors.
I have always held the view that a perfect accumulator will I
not appear until the discovery of some new and cheap metal,
not that the ideal accumulator cannot be produced to-day, but I
only at forbidding expense. At the same time discoverv may 1
lead to the production of a battery of some type, quite different :
to that to which we are at present accustomed, depending I
possibly on some new principle. It must not be thought from
the various remarks I have made on the value of electrically
driven vehicles, that necessarily they have no future as matters i
stand. My remarks apply to those instances where the car-
riages are to be used commercially, to obtain a good money ,
return. Omnibus horses have to earn a certain amount per day.
But this is not the case with a pleasure horse, or with an animal
kept by a professional man. In such instances the maximum
commercial output of the horse is not sought for, and under
these conditions electric energy may do very well, provided that
the following conditions can be obtained : —
(1) A guarantee from a Company to keep the accumulator in
order.
(2) That conveniences for re-charging the accumulator exist.
(3) That the distance to be travelled in one day shall not
utilise more than the electric energy stored at one
charging.
M. Jeantaut was one of the first in France to make an electric
carriage, though many had been constructed in England pre-
viously. M. Duracq's carriage, which was shown at the Salon
de Cycle in December, 1896, is undoubtedly the best carriage
of the kind which has yet appeared. I have had the opportunity
of examining the vehicle closely, as well as riding in it, and it is
admirably adapted for town use. M. Duracq, in a pamphlet,
gives calculations to show that electric energy is cheaper than
living horse power. The whole of his estimates and allowances
are faultless, but an error creeps in, according to my mind, at
the start, where he assumes too small a power to pull one ton
at eight miles per hour along a road. The figure he gives may
be true on a level asphalte road, but my experience, which is
verified by that of others, would go to show that at le;ist three
times the power allowed is required in practice, taking roads as
we find them. Neither is any allowance made for re-starting
after stoppages, when considerably more current is necessary ;
and since an electric carriage is more likely to be used in towns
than elsewhere, such stoppages in the traffic will be frequent.
If these various points are taken into consideration, instead of
electric traction coming out, as M. Duracq makes it, 40 per cent,
less than horse traction, it will be found to be very much
greater. In order that there shall be no misunderstanding I
will quote the figures upon which the calculations are based.
M. Duracq takes a well suspended carriage, and estimates 35
kilogrammetres per ton, for speeds varying from 12 to 15 kilo-
metres the hour. In English this means less than J-h.p. to do
the work named, and all those who have experimented with
self-propelled vehicles know that this is much too small an
allowance, except under the most favourable conditions.
The Power of the Engines.
I will now turn to the question of the power of the engines to
be placed upon motor vehicles. It cannot be too strongly im-
pressed upon those who intend to take advantage of this class of
, traffic that the following conditions are essential for success : —
(1) That whatever is the proposed speed decided upon, it
should be calculated upon the assumption of being an
average speed, whether the country be level or hilly and
the roads good or bad. Climatic changes must also be
. : taken jnjtC; consideration. Thus, if for a light vehicle,
weighing when laden, say one ton, twelve miles per
hour has been fixed upon for the speed, then the power
carried should be sufficient to run at this rate in all
weathers and over all highways, and to climb every hill
with a maximum ascent of say one in ten, at the proposed
rate. The vehicle should also be able to mount a hill of
one in five, but at a less speed.
(2) That the mechanical construction shall be such that any
intelligent man after a few hours' practice shall be able
to manage it.
(3) That there shall be nothing about the carriage likely to
prove a danger to the occupants, or the general public.
(-4) That the vehicle shall be strongly made, and no part
likely to wear out quickly.
(5) That dangerous fluids and fuels be excluded as far as
possible.
((i) That the construction be such, that when repairs become
necessary, they can be carried out either temporarily or
finally, by any intelligent village smith.
In respect to the above considerations, there is only one which
needs special comment. It is evident that the power required
to obtain a given speed on the level and down-hill, needs no
consideration, for if the engine is strong enough to mount hills
of one in ten, ample power exists to do the rest. I have come
to the conclusion from experiments, and practice, that for every
ton, not less than ten horse power should be carried. This does
not necessarily imply that a 10-h.p. engine is required. It
means that the engine shall for considerable periods, and without
injury to itself, be able to give off 10-h.p. It must be remem-
bered that when the carriage is started, a far larger amount of
power is necessary than when it is running. It is therefore
very important to have a good reserve. I have examined with
close attention probably by far the greater majority of the
benzine motor carriages in existence, and have ridden in a large
number of them. I think it is quite unnecessary to give
scientific evidence to disprove the various clap-trap which nas
been put before the public by company -mongers, in the hope of
drawing money. Statements as to 60 miles per hour, and a
variety of other nonsense, needs no comment. Anyone present
is capable of running a'carriage strongly made at 60 miles per
hour, without a motor, and without a norse, by merely starting
the vehicle down a long steep hill ! In fact all statements as to
speed, in connection with motor carriages, are worth nothing.
There is no difficulty in obtaining enormous speeds with very
small power, under favourable conditions. The real test is :
Will the vehicle mount a hill, say one in ten, when the thermo-
meter is 90° in the shade for a distance of five miles, at the
respectable speed of twelve miles per hour 1 Any test short of
this, supposing this speed is desired, should end m a decision r«
reject the vehicle as unpractical and probably worthless. You
must not understand that I necessarily fix twelve miles for the
rate, for many would . be content with a lesser speed ; and for
haulage where vans and similar vehicles are employed, five or
six miles per hour would be deemed sufficient on steep hills. It
may prove of interest to give a few statistics, calculated by some
of our greatest engineers. They were compiled with reference
to haulage on roads in general, and the figures must not be ac-
cepted for self-propelled vehicles, for the many reasons already
referred to, the chief one being that when the motive power is
self-contained, the haulage factor must be multiplied two, three
or four times, according to circumstances, but the tables will
hold good for self-propelled traffic when the factors are multi-
plied by a constant.
Experiments made by Telford showed that draught for a
wagon weighing about 21 cwt., was a follows : —
. ■ - ■ "»• •
(1) On well-made pavement .... .... .... 33 -'•
(•£) On broken stone surface on old flint road '■ .... 65
(3) On a gravel road ».,. 147 •'
14) On broken stone road on a rough pavement
foundation 46
(5) On broken stone surface upon a bottoming of
concrete formed of Parker's cement and
gravel .... _. ... .... • 46
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Babbage has stated that the friction or resistance of roads are
as follows : —
Well-paved 'roads Jj part of load.
Gravel road Jl n
Fresh earth -fg „
By his experiments the following results were obtained : —
Loose sand £ part of load.
Fresh earth | „
Bye roads I to T>5 „
Dry meadow _ -fa „
Dry high road ,V „
Hard macadam Jf „
. Telford's Table gives in round numbers as the difference
between the lowest and greatest figures a proportion roughly
of one to four-and-a-half. Babbage's Table for equivalent roads
by theory gives the ratio roughly one to two, and by experi-
ment, taking hard macadam and a bye road as an equivalent
comparison, the ratio is one to three. Striking a general
average, it may be assumed that the power required to draw a
v«hicie over a good level road as compared with a level rough
road, would be four times greater in the latter than in the
former case. Here is another table of considerable interest
which deals with a stage coach. It may be observed how very
closa the figures are to those I gave in an article published
some time since in The Engineer, although I had not seen the
statistics in regard to the stage coach at that time.
With a stage coach weighing 18 cwt., exclusive of seven
paiseDgers, the following were the results : —
Bate of Bates of Force
Inclination. Tmvel'ing. Bequ red.
6 miles per hour .... 268 lbs.
1
in
20 .
.. 6
1
in
26 .
.. 6
1
in
30 .
.. 6
1
m
40 .
.. 6
1
in
600 .
.. 6
1
in
20 :
.. 8
1
in
26 .
.. 8
1
in
30
.. 8
1
in
40 .
... 8
1
in
600
... 8
1
in
20 .
... 10
1
in
26 .
... 10
1
in
30 .
... 10
1
in
40 .
... 10
1
in
600 .
... 10
THE„NEWYOR
PUBLIC LIBRAE^ I
',', '■■". 19 i „
,, .... 16? „
ASTfjjJ, LEHOX MD 12 )
TILOgjt FOUNDATIO,N8.31 )
„ .... 22o „
.... 200 „
.... 172 „
.... 128 „
The following experiments may also be given as affording
some further idea of the power required for haulage : —
An engine drawing 18 tons on a fairly level road. Separate
locomotive 18 tons, when charged with fuel and water, must
give i.h.p. of 30 to reach speed four or five miles an hour.
Another engine, 12 tons, drawing 26 tons load, for same speed,
40 h.p.
Another engine, 15 tons, drawing 32 tons, same speed,
50 h.p.*
Although the question of rapid mechanical traction has come
to the fore after a lapse of about half-a-century, it cannot be
eaid that the interregnum has been due to any failure in regard
to this mode of traffic. It is right to point this out, because the
French and Germans claim to have revived this class of traffic,
and that it had never been done before with success. The
French also claim that the first self-propelled vehicle was made
in France, by Cugnot. The latter point may be conceded, but I
claim that the English nation were the first to make really
practical road carriages, as they Mere the first to construct
railways, and that the early motor traffic of the period about
1830,. was killed, partly by the attention drawn to railways, but
in a large measure by the monstrous Acts which were passed,
dealing with the tolls to be imposed on them when travelling on
the turnpike roads ; and although these Acts were modified at a
later date, the definition of a locomotive, as laid down in the
• S«e "Fletcher."
Act of 1865, finally stopped the way until the passing of the
Act of last year. I have no hesitation whatever in saying that
the steam coaches of Hancock, and of many other former de-
signers, could be run to-day with perfect success, and that the
only improvements we can now add to their designs are due to
the better and cheaper material we have at our disposal That
this view is reasonable let me give you the parallel. Compare
the locomotive of to-day, with that of 1830. The improvements
are those simply due to the increased demands placed upon the
railway system. The general principles aud design remain the
same. It is mainly in detail and size that the alterations are to
be found. To expect, as some people do, an extraordinary in-
vention will sooner or later appear to render motor traffic on
the highway a success, is simply ridiculous. Not that wonderful
discoveries may not be made, but I think that all engineers will
agree with me that at the present time we have everything at
our command to make this class of traffic all to be desired. The
only thing now wanting is practice, with the relegation to the
background of the Company promoter. Our great manu-
facturers are perfectly competent to deal with the question, and
it will be these firms which will not only survive, but will also
bring the whole matter to a happy issue, in conjunction with such
factories which may come into existence, placed upon an honest
commercial basis, and as already stated, I do not believe there is
any chance, as matters stand to-day, of benzine, oil, gas or
electricity competing with steam, where real work is to be done
with certainty. I should like to refer to the evidence given
before the
Parliamentary Committee of 1831.
Telford, Gurney, Macadam and others were witnesses. They
appear to have agreed in regard to two points, viz., that the
wear from the horse shoes was greater than that from the
carriage wheels, and they also expressed the opinion that there
should be one inch width in the tyre for every ton carried,
inclusive of the weight of the carriage. Of course we know the
roads of to-day are not made in the same manner as they were
at that date. We believe that our roads have been greatly
improved since that time. My observations do not bear out the
two points mentioned. I do not think that the genera] law of
one inch width of tyre per ton must necessarily be followed up
the scale. A proper width of tyre for a carriage weighing one
ton, I think, should be two inches instead of one inch ; then add
one inch for every ton up to say three tons. At this, the tyre
would stand at four inches, and on high roads this is ample
width for very much heavier weights. Then again in regard to
the wear and tear due to horses' feet, I believe that the wheels
do far more mischief, particularly in the case of a narrow road,
as it will always be found that the ruts are the worse portion of
the road, and not where the horses tread. Even on wide roads,
the wear of the wheels appears to do the mischief. I am quite
ready to take a different view if the road is practically per-
fection, and " quartering " is constantly taking place. Then the
wheels will wear the road very equally. The remainder of the
evidence before the Committee tended to show that steam
carriages were at that period a success and likely to continue so.
Electric Tractionfur Canals.
I cannot refrain from pointing out a possible mode of traction,
which appears to have Deen completely neglected. When the
construction of railways was on the tapis, great opposition was
offered to their construction, on the ground that England was
well served with canals, and that the companies, owning these,
would be greatly injured if the railways were made. I have,
in my possession, copies of some remarkable letters which
appeared early in the century on this subject. I have not
the least hesitation in saying that if electric traction could
be applied to the existing canals, they would be made far
more useful, as well as more profitable, to their owners.
Electric traction could be applied in this case at a comparatively
small expense, and it is worth while to have an experiment made
on an extensive scale. For light traffic on railways, the self-
propelled vehicle has a fair opening ; and abroad, exjteriments
are being made in this direction. One or more railways in
v
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Germany are making trials, also the Northern and other rait-,
ways in France. For compulsory service, as in the case, of
postal mails, and for lightly-laden night trains, the French
Serpollet Company have constructed carriages to carry from 40
to 50 people, with a sufficient engine power to ran at about 30
miles an hour for such purposes. It is estimated that the cost
of running these compound carriages is about one-third the cost
of an ordinary train, and the wear and tear to the permanent
way is far less On almost every railway system in England
there must be an opening for this class of traffic. It may also
be mentioned that these French steam carriages are capable of
drawing one or two ordinary railway carriages, but at a reduced
speed, say at 18 to 20 miles an hour.
T/ie Revival of Motor Road Vehicle*.
Without doubt, a great many people are puzzled why self'
propelled traffic has again come to the fore. In England this
traffic has been going on unostentatiously for years, traction
engines being largely in use, but their speed is so limited by
law, and they are so surrounded by legal technicalities, such as
a license necessary in every county, and taxed, that no advance
could be made in the direction of light traffic In residential
districts these restrictions have proved a blessing. In France
and Germany, although there are laws affecting self-propelled
traffic, they are far more lenient The great success which
cycling had in France, following upon the prize given by Le
Petit Journal, which also gave ho large au advertisement to that
newspaper, led to the energetic proprietors offering a prize for
quick self-propelled carriages, with the result which is so well
known. Consequently the revival is not due to any new
discovery or special invention, but simply that many minds were
turned to the subject in the hope of gaining the large money
prize. The French nation, possessed of a character highly
enthusiastic, always goes to extremes. A perfect rage set in for
the class of vehicle under consideration, and those who became
possessed of these carriages, being wealthy, gave a great impetus
to manufacturers. You have here in a nutshell, the whole
history of the revival of self-propelled traffic of the lighter kind.
A great deal of agitation took place last year to obtain a satisfac-
tory Act of Parliament, to enable the same freedom to be given
in England as abroad for the use of motor vehicles on highways.
It was generally expected that as soon as Englishmen obtained
this freedom, a great nuisance would be produced by the
presence of vast numbers of motor carriages in the streets of
towns. I never took this view myself, but always thought that
the change w ould come slowly but surely. There is no doubt,
that the position taken up by certain of the motor companies, has,
for the moment, created a lull. Nobody, when purchasing a
carriage, desires to buy a legal action at the same time. Tremend-
ous opportunity is therefore offered for honest commercial com-
panies to start at the present time, and I find that this fact is well
appreciated in financial and commercial circles. The Society of
Arts may be said to deal more largely with commercial interests
than with any other. It has taken part in many of the great
movements during the Victorian Era, which have so materially
increased the wealth of this country.
Matter Patents.
I therefore feel that it is not altogether out of place to say a
few words in regard to patents, so far as they touch the particular
question under consideration, as well as on patents generally, as
Uiey affect the manufacturer and the public. The present hesi-
tation to take full advantage of the Locomotives on the Highways
Act, 18!»6, is due in a large measure, to the blemishes existing
in i'.ur Patent Liw, which enables any set of people to bully or
blackmail, not by right but by might, the assumption being
that the threatened parties will not fight. In dealing with the
question of patent*, it is not my wish to deliver a legal discourse
upon the subject, and the numerous " ifs :' and " provided :' are
omitted. My object is to give you a general view rather than a
complete technical analysis of the subject. There is too much
tendency in t'ie present day to patent an article in the hop? of it
accomplishing something for which it was not intended. There
is no doubt that our Patent Law does a good deal to prevent
useful inventions being made in regard to auy particular matter
where a number of patents already exist. No man will turu his
attention seriously to develop a piece of machinery where he
thinks he may be stopped from reaping the harvest he may
deserve, by finding that in some little detail a patent has already
been taken out. That my view is correct is corroborated by
manufacturers on all sides. It may be contended that the
present Law would permit him, notwithstanding, to work his
invention, and no doubt this corteutiou is true if the inventor
can afford to enrich a number of lawyers first and hand his
profits over to others. It is not the question of patents which
I attack, but the method by which they are worked, and a great
improvement could be made in this respect Much of the
advance which has taken place in foreign countries, to our
disadvantage, has I think been due to defects in our Patent
Law. Our Patent Law is evidently unsatisfactory. How
could it be otherwise expected, when the principle by which
our Governments work is to deal with these matters in a kind
of political way, and place men in charge of the work, who as a
rule know nothing about the special subject they have in hand ?
I could give innumerable instances of this process, but to do
so would open me to the charge of personalities, which I am
anxi'ius to avoid, because I know well that those who carried out
the work did so under instructions, and to the best of their
ability, often limited. All practical men will recognise that no
Patent in England is of value until there have been decisions in
the Law Courts in regard to infringements, and that if a defen-
dant instead of fighting, gives way and perhaps pays agreed
damages, the Patent stands exactly where it did before the
Action arose, since it has not been upheld nor has it been over-
thrown. Again, if a good fight is made and the defendant loses,
there is nothing to prevent another infringer being proceeded
against, and he might be more successful in the Action and
overthrow the Patent, Then there follows another injustice,
that the first defendant who lost his case obtains no relief,
although the Patent has been declared invalid subsequently.
Any article which is patented in England cannot be brought from
abroad except under two conditions, firstly that the individual
doing this is willing to pay what may prove to be blackmail to the
holder of the Engh>h rights, or to submit to an Action with the
possibility of losing his case. The patented article moreover is
liable to confiscation without claim for damages. This state of
things, although it exists in many other countries, is eminently
unjust and against the interests of the nation. I will give two
instances bearing upon what I have said to show how unfair
things are at preseut. A few years ago I took out a Provisional
Specification for an improvement in keys. It was brought to
my notice about a week or a fortnight later that, another Pro-
visional Specification had been lodged identical in character.
Indeed I learnt the circumstance by pure accident. The
question to decide was whether I had been anticipated or not.
If so, it was not my intention to proceed any further. I then
found that my Specification had been lodged a few days— not. a
week — earlier than the other one, which had been entered in
the name of some one living at Norwich and a stranger to
myself. Here was a case of two persons bitting upon the same
idea practically at the same time and each applying for a Pro-
visional Specification which was granted to each within a week.
The sole difference between the two Specifications was that the
Norwich application included watch keys, and this was covered
in mine by using words to the effect that the improvement was
to apply to every form of key, for whatever purpose it might be
used. According to common sense and equity the Norwich
man ought to have had his money returned, which of course was
not done A second instance is the following: A desire was
expressed to me by a gentleman living in France to give him
all the information I could, to render agreeable a proposed trip
in England to l>e made in his horseless carriage. I wrote to
him to say that if hia carriage came under certain Patents it
might possibly be confiscated if it came to the knowledge of
the owners of the English rights. Failing this, he might have
to fight the matter out in the Law Courts, and as neither of
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
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these condition* were likely to render his journey to England
pleasant, he had better ascertain from the makers whether any-
thing about hi* carriage was patented in England, and if so,
whether the rights were held in this country by hostile persons,
and further to request the manufacturer to make arrangements
for him with any holder of English rights to permit the carriage
to enter without molestation. It appears to me that apart from
the larger question, the following amendments should be made
without delay in the Patent Law :
.(1) If it can be shown by the applicant for a Provisional
Specification or Patent, within twelve months from the
date of first paying the fees he has been anticipated, the
fees shall be returned. Provided he can shew that at the
time of application, he was ignorant of the anticipation.
(2) That if in any action, a Patent is declared invalid in
consequence of anticipation by the issue of prior patent,
the fees shall be returned. With the same proviso as in
No. 1.
(3) That a patent shall become void, unless the present holder
be registered.
(4) That English patented articles may be imported into
England on the following conditions : that the indi-
vidual so importing gives notice to the Patent Office
or some other selected Government Department, of his
intention to do so, with a declaration that the article
imported is for his private use, and that he shall deposit
a sum equal to 10 per cent, of the cost of the article,
which will be handed over by the Government Depart-
ment to the holders of the Patent rights, and that the
owner shall not be precluded from selling the patented
article provided he does not import more than two in a
given year, there being a bond fide understanding that
the importations have not been made with a view of
trading.
(5) That if a patented article enter the country for a short
period with no intention of trading, that providing it does
not remain more than one year in England, the sum paid
shall be one instead of ten per cent.
(6) That in no case shall a patented article be liable to con-
fiscation, but the aggrieved party may have the power of
applying to the selected Government Department who
shall ascertain whether more than ten per cent, shall be
regarded as the fair compensation, the costs to be appor-
tioned according to circumstances.
(7) That patented articles may be made by any manufacturer
with the same freedom as if they were not subject to
rights, provided that the manufacturer declare to the
selected Government Department his intention to manu-
facture, and that department shall enquire whether a
royalty of ten per cent, paid to the holders of the rights
is deemed to be sufficient, and that the Department shall
not take into consideration the amount of capital which
the holders of the Patent may have invested in or watered
their business, but determine the question simply on
commercial principles. This condition may be said to
exist now, but with insufficient freedom.
(8) That a patented article in the bond Jide possession of a
member of the public, i.e., private person, shall not be
confiscated under any conditions whatever, but in the
event of the Patentee gaining an Action, the damages
shall be paid by the manufacturer, and if the goods are
foreign the private individual may be called upon to pay
10 per cent, of the value of the article, unless he desires
to defend an action with a view to upset the Patent, in
which event, if he loses, he shall be liable only for the
costs beyond the 10 per cent, mentioned.
(0) That no back royalties extending beyond 1 2 months shall
be claimed.
The above amendments are greatly needed, and if they could
be obtained with possibly certain variations, considerable im-
petus would be given to British trade, apart from benefit to
individuals of the general public. It often occurs that a good
invention is held by parties who are incapable or unwilling to
manufacture, thus establishing the position of dog in the
manger, simply to levy blackmail. A new manufacture which
might employ many hands, and bring capital into the country is
stopped for a number of years, and perhaps for ever if the
inveution or inventions in question have been superseded before
the expiry of the Patents. It is well known that many in-
ventors of a low type take out patent after patent in regard to
various matters, few of which are really original ; but the
process is carried on in the hope that some one will be caught,
sooner or later, in the net. It is a means of speculation most
disadvantageous to the industry of this counby. It niuet be
evident that no inventor can sit down and solve problems with
a pile of patent specifications at his side for continual reference.
No man could produce useful work by such a process. It is
therefore obvious that inventors should receive the greatest
freedom, which can only be attained if patents are not granted
for trifles according to the present system, and only after some
kind of reasonable investigation. The present Government
would do much good if fiiey would look into a matter if
this kind, which is affecting the employment of the work-
ing classes in a large degree, as well as the introduction of
those economies which save the nation money. With a
better patent law, opening for the employment of capital
at home would be extended. Such subjects, which Ministers
probably consider trivial, have a more far-reaching effect
than the passing of Party legislation, or a variety of other
Measure* before the House, which a twelvemonth's delay would
add to the peace of all parties. The Patent Laws can be made
a blessing to the inventor and the public, or the reverse, ac-
cording to their nature ; and those of England partake rather
of the latter character. At Liverpool, I used the following
words : — " One opinion from which I have never swerved upon
this question is that no Patent connected with Self-Propelled
Traffic is worth the paper it is written upon, whether the
Patents will bear the test of the Law Courts or not." The
above remark was very rightly made use of by the majority of
the newspapers when criticising the various Companies which
had been formed, and were being formed about that period,
and I was led to understand that those connected with the
Companies in question complained grievously of what I had
said, it being contended by some of them that they held Master
Patents and monopolies. I think it therefore right to say some-
thing more upon this question, for to set up such untenable
claims is unfair to the English manufacturer and to the English
public. I intend, with your permission, to examine the whole
question of patents more narrowly than I have done, and to
prove that there is no Master Patent or Monopoly whatever,
which can apply to the construction of motor carnages generally,
whether they be driven by steam, oil, or electro-motors. I will
not ask anyone to go further than to consult a book published
by the Patent Office, and which may be purchased for a shilling
from any bookseller by giving the order. This book is the
Abridgements of Specifications, Class 7, Oil and Gas Engines,
period 1877-83. Here will be found patents connected with tilt1'
subject, all of which have now lapsed. There are other
volumes of abridgements dealing with velocipedes, and with
other matters, which also bear upon the subject, but the book
mentioned is sufficient foi the purpose, while if every detail is
sought for, the original Specifications can be consulted as well.
I will first examine whether any claim can be made for a Master
Patent, in regard to motor vehicles. The possession of a Master
Patent would mean a monopoly on the |>art of those holding
the rights. Let us see what a Master Patent means. Without
entering into technicalities, it must be a " manufacture, useful,
novel and ingenious." Consequently if the patent is a Master
oDe, this useful, novel and ingenious manufacture can only and
solely be made under the patent specification, or may be, under
a group of such patent specifications. The patent might, in
certain cases, be the embodying of some new idea of great value
and novelty. To explain "more clearly, I will take the well
known case of the Edison-Swan electric incandescent lamp.
Quite apart from the morality of the case, we find a Master
Patent (or rather group of patents), i.e., a lamp of special form
suitable for a definite purpose, which can practically be made iii
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[May, 1897.
only one manner for commercial success. These patents are of
the class termed a combination, which means a combination of
old things to form a novel, ingenious and useful new one. In-
candescent lamps can be made in other ways it is true, but they
have not the same value commercially. Hence the only lamp
of practical value was covered by the patents, and was of a
particular type, viz., a high resistance carbon filament in a
practical vacuum, enclosed within a case of glass, hermetically
sealed, with platinum leads passing through the glass, and the
filament strengthened by the process of flashing. Here we
find a combination which has not been improved upon to the
present day. In the history of the world there has occasionally
appeared a Master Patent, but-these are comparatively rare, and
always for some entirely new invention or discovery. We will
now examine whether it is possible for such a patent to exist for
motor traffic, in the present state of things.
The only possible Master Patents which could exist would be
of the following nature : —
(1) The combination of a motor, other than steam, with a
carriage suitable to run on highways.
(2) Combination by which gas in the cylinder of a gas engine
can be ignited" at any suitable time by means of an electric
spark.
(3) The use of a carburetter, when the gas is produced from
an oil or spirit.
(5) The use of a silencer for the exhaust in the case of gas
engines, when applied to a road carriage.
(6) The existence of a gearing which is only and solely suit-
able for light traffic.
(7) The use of a clutch in connection with light traffic.
This list is sufficient without dealing with other points which
have virtually no importance. In the majority of cases no dis-
tinction is drawn between the gas engine, oil engine, and benzine
engine, since the word gas covers gas produced from any material
suitable for the engine in question. But, suppose a judge, who
was not a technical man, were to hold a different view. Then
his attention would be called to the existence of a list of
patents, dealing with engines which used gas produced from coal
gas, oil and benzine, all of which have expired, so that no claim
whatever could be made by any living man of rights connected
with coal, gas, oil, or benziue engines, of an exclusive character.
Further, if a judge were to hold that a combination of an oil
engine, with a carriage, was " useful, novel and ingenious," he
would again be confronted with several old patents, which have
expired, in which this combination was claimed. The same
remarks apply to the whole list of various possible claims, which
I have enumerated above. Patents have been taken out more
than 14 years ago, for oil motor tricycles and bicycles, for electric
ignition, for ignition tubes, for clutches, and as for gearing, we
all know that there cannot be an exclusive right, as various
forms have been used in connection with road traffic since the
early part of the century. It may be inferred from these re-
marks, that no patent taken out in connection with motor traffic
is valid, but this I do not say. Some special device for doing a
particular work may be a valid patent, but it will not be a
Master Patent, and therefore will not prevent anyone else doing
the same work by a modified device. To show you more clearly
what I mean, I will analyse a de Dion and Bouton tricycle. I
will not say that there may not be some parts in the tricycle
which are patentable, but if these were unheld, it would
not prevent anyone else making a motor tricycle, leaving out the
patented portion. The motor itself, as far as I can see, has
nothing novel about it. Its success depends on good manufac-
ture. If there was any point in this motor upon which a valid
patent could exist, a motor could be made just as good leaving
this point out. The electric ignition has nothing particular
about it to commend itself, although it is said that current is
saved by the method adopted. It is au old laboratory device,
namely, a tetanus spriug set in motion by a rotating cam, which
was "common knowledge" when the patent was granted ; but
from an electrician's point of view there are far better ways of
achieving the same result, supposing it to be held that the igni-
tion device is a good subject for a patent, and these are open to all.
To sum this up, an equally good tricycle can be made to do
all which the one in question will do, without being subject to
patents. The success of the tricycle in question is unquestion-
ably due to excellence of manufacture, and not to any novel *
invention. J will not weary you by going through all the types
of carriages, whether driven by steam, oil, compressed gas, com-
pressed air, or electric energy, but I could prove with the greatest
ease that the same remarks which I have made in regard to the
tricycle, hold equally good as regards other types, and con-
sequently there is no such thing as a Master Patent for motor
traffic, nor can anyone claim a monopoly in this respect. At
the present juncture a few words of advice to existing or intend-
ing manufacturers of motor carriages will no doubt be accept-
able, when offered by one who stands in a completely indepen-
dent position. When a manufacturer is threatened with an
action for infringement, if he desires to continue to manufacture
and place upon the market the article complained of, there are
the proverbial three courses open to him :
(1) To knock under and make terms.
(2) To continue to take no notice and risk an action.
(3) To take steps to compel the patentees to start an action
first, and oblige the threatening parties to prove their
case.
I strongly advise the latter course to be followed in every
instance, and the method of procedure which I would recom-
mend is the following : When a manufacturer has the slightest
doubt as to his position, he should make one of the articles
stated to be an infringement, and place it on the market, then
give notice of the fact to the parties who claim the rights and
demand a reply within seven days. The reply must definitely
state the intention to commence an action for infringement, or
some equivalent form of proceeding. If not, it is evident that
the parties claiming do not intend to face the Courts. If the
answer takes the form of a threat, and no further action is
taken, then the manufacturer should start an action on his own
account to compel the parties to go into Court. It is a very
simple matter to prove or disprove whether the device which
I has been made is an infringement or not. There is a general
idea that an enormous expense attends these matters. This is
quite unnecessary. There is no doubt a judge is very apt to
I look upon any mechanical device with a certain amount of awe,
because he is not a technical man, and probably has admiration
' for what he thinks is ingenious. The manufacturer, therefore,
| should ask for a technical assessor to sit with the judge. A
technical man is hardheaded and will probably see no particular
' virtue in a device which is commonplace, and unworthy of a
Patent. The assessor has not to be paid for by the contending
parties. If it is then decided that the device in question is not
the same, nor a colourable imitation of the article claimed to
have been infringed, or that the patent is not valid, then the
manufacturer is free, and may continue to manufacture without
risk. If, on the other hand, the decision is in the contrary sense,
it is open to the manufacturer to make terms, or, which might
prove the better course, to use a device outside the patent which
would be more modern. This could only be done if the patent
upheld were not a master patent, and such cannot exist in
connection with motor traffic. In fact, any manufacturer with
£100 at his command can thus protect himself against any
individual or company, who may have hundreds of thousands to
threaten with. Quite recently a small company which was
threatened by the Dunlop Company, brought au action against
them for undue interference and won their case. I trust that
the above remarks, brief as they are, may assist in clearing
away doubts and hesitation on the part of many intending
manufacturers. If the present clouds could be lifted, not only
would the coming industry show sign? of life, but even those
who now seek to obtain all the profit, must, benefit with the
crowd. The Self-Propelled Traffic Association, of which I have
the honour to be President, effected good work last year in
helping to obtain for the general public, an equitable Act for
light motor traffic, and now it is equally desirous to secure for
every Englishman that which he so highly values — his free-
dom. This is a fitting occasion to pay a tribute to the memory
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THE AVTOMOTOR AND HOUSELESS VEHICLE JOURNAL.
'.Wo
of an able engineer and a leader of the motor-traffic movement.
Monsieur Levassor expired suddenly last month, leaving a gap
which may never be filled again with such intelligence. As a
man he was upright and honest ; as an engineer he was able and
clear headed ; as a manufacturer he was conscientious ; and as a
friend he was true.
Summary.
I will now conclude by summing up in a few words what I
have said in regard to motor-traffic.
For motor-cycles, benzine motors probably have the advan-
tage.
In all other cases, steam promises to be the motive power
when real work is called for, and where a return upon capital
expenditure is required.
NEVILLE'S MARINE OIL MOTOR.
Messbs. J. Neville and Co., of Water Street, Liverpool, have
designed and manufactured a very compact and well-arranged
motor for launches and other small craft. This motor works on
the "Otto" cycle, the explosion being determined by an
incandescent tube heated by a special lamp, the outcome of many
years of study aDd experiment, the products of combustion being
exhausted through a tube overboard. There is, of course, a fly-
wheel and the starting is easily effected by giving a half turn
either way. A small pump is attached for circulating the jacket
water. Reversing is effected by the device of altering the pitoh
of the propeller blades. Motion to the shaft is transmitted by
means of a friction clutch. The special advantages claimed
Electric energy, if the necessary adjuncts exist, has a great
field open in towns, as a luxury, where the question of upkeep is
not a vital item.
Finally, the best existing motor the world has yet seen, for its
power, method of fueling, suspension springs, and travelling long
distances before recharging, is one which is likely to remain with
us for many a long year to come, whatever luav be the future
development of motor-traffic. It iB known and loved by all,
young and old, under the name of the Horse.
The Motor-Car Club. — On the ">th inst. a contingent of
members and friends journeyed from Euston to Coventry,
where they boarded, at. the Motor-Car Works, several motor-
cars, and journeyed to Birmingham. About 20 cars took part
in the procession. 'Birmingham was reached at about 5.30 p.m.,
and after a drive round the environs, the club dined at the
Grand Hotel, and, judging from the enthusiastic reports in the
local papers, the entire outing was a great success.
for this motor are : — Positive diaphragm valve motion, tube
ignition, reliable burner lamp, no smell from exhaust condenser,
no gear wheels, compact, and self-contained, no loose parts, uses
common lamp oil, less weight, and less space occupied than by
steam, no danger, no snioke or soot, no heat, and no stoker
required.
Ordinary lamp oil is used about 8 specific gravity, and the
consumption is about one pint per brake horse-power per hour.
For the Regulations respecting Autoniotor-Carriages and
the Carriage of Petroleum, see The Automotor and Horseless
Vehicle Diary and Pocket-Book for 18!)7, which contains
over 100 pages of information. Price dd. ; post free, Id., of
Messrs. F. King and Co., 62, St. Martin's Lane, London, W.C.
The Aptohotor and Horseless Vehicle Journal Diary
contains over 100 pages of information. Price 6rf. ; post free,
Id., of Messrs. F. King and Co., 62, St. Martin's Lane, Lomlon,
W.C. See it for Notes on Motive Power generally and Elec-
trical Batteries.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[May. 1897.
NOTES OF THE MONTH.
Me. J as. E. Tuke gives a very favourable account of bis expe-
rience with a motor-car during the past six months. In a
recent communication he says :— " I have been using one since
the commencement of October and during all the bad weather ;
during this time I have found it very satisfactory. I have run
one 60 miles a day for several consecutive days, and in all sorts
of weather, and all sorts of roads. The vibration when running
is less than with a horse and trap, and the speed averages 10 to
12 miles on the level, and 5 to 6 mile* an hour up hill. (The
cost of running is about $d. per mile for a two-seated car.)
These have l£ horse-power motors, on the gas-engine principle,
using petrol vapour, and give off practically no smell. As such
large numbers of persons are desirous of having information
about them, and as I am an enthusiast in regard to this new
development, I have written a sniall book giving a short history
of their development and present position, with descriptions of
steam, oil, and electrical methods, and hints on management
and working, illustrated."
From the results obtained by the Hon. Ohaa. Parsons in the
Turbinia, as recorded in the paper that he read at the recent
meeting of the Institution of Naval Architects, we have formed
a high opinion of the suitability of this motor for road loco-
motion. It certainly possesses many distinct advantages ;
there is no gearing, all the motion parts being completely
enclosed. Perfect expansion of the steam is obtained in one
stage. We hope to describe this motor at length in a future
issue.
Liverpool is just now vexing its soul about the propulsion
of its street cars. It seems that public opinion will not tolerate
trolleys and overhead wires. Storage batteries are regarded as
being too heavy and occupying too much space (a conclusion
singularly at variance with the experience of the Hanover
Tramway authorities). The choice lies between an underground
cable or haulage plant, and one or the other electrical conduit
systems. There is little doubt but that the latter, probably
that known as the "Simplex" form, will be adopted.
Svvsthe Leech Mercury. — "The boom in niotor-cars, which
most people expected after th* Bill allowing light locomotives
to run at a fair speed on public roads became law, has not yet
come off. Some of the reasons for this were hinted at at the
last meeting of the Yorkshire College Engineering Society.
The molor has evidently not yet been brought to such a degree
of mechanical perfection as justifies popular faith in its general
utility and efficiency. Mr. Frederick Grove, of the Institute
of Civil Engineers, gave the College Society some idea of the
difficulties that have to be overcome, and of the great divergence
of type among motor-cars. The opinion was expressed at the
meeting, that if the chemist and the engineer were to put their
heads together they might be able to devise something of value
in the way of a motor-car driven by an oil-engine ; and another
speaker gave utterance to a wholesome and timely truth when he
said that the development of the motorcar should be taken out
of the hands of the company promoter and the faddist, and
placed in the hands of the practical engineer." With the last
sentence we cordially agree. We give a precU of Mr. Grove's
juiper in another colum".
Thds The Engineer : " As to electrical engineers, no word
that can aid a misguided young man to enter their ranks shall
flow from our pen."
♦
An electric motor-cycle has lately beaten tho record for all
distances up to six miles. On Good Friday last, at the Catford
Cycling Club Sports, an electric tandem motor, driven by
Messrs. Dacier and Hunter, succeeded in beating all previous
records for all distances over two miles to six miles, the length
of the test, the six miles being covered in 10 minutes and
34 seconds, which is 28§ seconds inside the world's record for
any class of machine. It was stated the electric motor taudem
had been tried capable of covering 40 miles an hour. The only
point calling for criticism was the inability of the motor-cycle
to graduate its speed to that nicety required.
With a view to rendering the common use of acetyleue less
dangerous, Messrs. Claude and Hess have proposed to store it in
solution. The solvent chosen is acetone, which is capable af.
atmospheric pressure and at 60° Fahr. of dissolving 25 times its
volume of the gas, whilst at a pressure of 12 atmospheres it can
hold no less than 300 times its volume in solution. Thus 1 lb
weight of acetone is capable of storing practically the whole gas
which can be generated from 1 lb. of calcium carbide. The
solubility of acetylene in acetone is only about half as much at
a temperature of 120° as it is at 60° Fahr.
It is stated by the Journal of Gat Lighting that calcium
carbide may be manufactured by heating calcium tartrate to
930° Fahr. in a cast-iron retort. A dry, hard, grey, spougy
mass, effervescing freely on contact with water, is obtained, and
is stated to be composed of calcium carbide.
The Thames Valley Launch CorujMMiy (Limited), of Riverside
Works, Weybridge, are delivering a 45-feet electric launch to
the Corporation of Southport to run on the artificial lake at
Southport, and also one of 30 feet in length, a cabin boat, and a
small open electric boat to the Chester Boat Company to run on
the Dee. They have delivered since last season six launches
and one large down-river sailing craft of entirely new design,
among the launches being one for the War Department. We
understand that the electric launches are very popular on the
Thames ; their cleanliness and absence of smell and noise
greatly recommending them.
According to the newspapers, a molor-car, an air-propelled
car, a traction-engine, and a boiler exploded at Charing (Kent)
recently, severely injuring the owner, who is also the maker of
this apparatus. From more reliable sources we learn that the
owner, with considerable ingenuity, had mounted an oil-engine
of a somewhat obsolete type upon a framework on wheels,
and, as so arranged, it was very convenient in driving sawing
machinery or other o]>eration8. Owing to some cause not clearly
ascertained there was a premature explosion, the plunmier
I blocks were broken from their places, and the shaft, connecting
j rod, piston, &c, were by the force of the explosion hurled some
i distance away. A portiou of the debris struck the owner. It
will be seen that the machine was not a motor-car, but in many
quarters the story that it was had been implicitly believed, and
the public duly warned against the dangers of all vehicles not
pulled by the " frieud of man."
Another accident, near Scarborough, to an electric motor-
car, the property of Messrs. Walker and Huttou, has been
extensively circulated through the Press of the country, and
made much of as usual because it was a motor-car. Mr.
Hutton, writing upon the subject, says : — "The real cause of
accident was an ignorance (which, I believe, is fairly wide-
spread) of the principles upon which curves in the road are con-
structed. There is a prevailing impression that such curves
should be banked up towards the outside edge, but theory and
practice evidently disagree, and if we are to take a lesson from
the particular road on which the accident occurred, we now
know that the proper way is to bank up the road on tb-
inside edge, this having the effect of varyiug the monotony of
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TEE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
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existence both to residents in the neighbourhood arid travellers
along such roads. Indeed, one of the above residents told me
that this accident was the third that had occurred at that
corner within a week. Evidently, therefore, such mishaps are
not entirely confined to motor-cars, although all others are too
usual to merit headlines and large type in a newspaper. Ah
near as I can judge our speed at the time would be about seven
miles an hour, and although we had the brakes on going down
the hill we had just taken them off prior to ascending the hill
round the curve when the accident happened. The only
damage done was the buckling of one of the wheels, and the
incident has served the purpose of demonstrating that such
accidents are not necessarily attended with the disastrous
results that some- people have pictured, and during our involun-
tary ariel flight we had the satisfaction of knowing that our
steed would neither kick nor run away, as the engine stopped
immediately. I. thank the gentleman who— obviously for our
consolation — remarked that a horse and cart had just dropped
over the cliffs ou to the sauds."
MOTOR-CAR AND CYCLE EXHIBITION.
MOTOR COMPETITIONS.
The Dublin Corporation evidently does not attach much
importance to the adoption of electric traction by the United
and Lucair Tramway Company, although, in the opinion of those
claiming to judge, its installation would be of great benefit to
the inhabitants of the city. Recently a special meeting was
convened to meet the representatives of these companies, who,
after waiting a considerable time, were perforce informed no
business could be gone into in consequence of their being "no
house," i.e., no quorum. The general welfare of the taxpayers,
it would therefore appear, is hardly of sufficient moment to
bring a solid gathering of the Cor|»oration together, ami
possibly the Lord Mayor, who patiently waited for a_ " honse "'
to assemble, may another time when he wishes to ensure a
quorum take the hint naively put forward by the Dublin Express
to " put on the agenda paper that the first business would be to
paes a resolution calling upon the Queen to celebrate her
Diamond Jubilee by letting out all the political prisoners."
Having in view the motor-car tests that have, with such public
spirit, been inaugurated by our contemporary The Engineer, we
are not shire that our other contemporary the Irish Field is well
advised for the present in instituting a series of motor-car races
in order to test the merits of the various machines. The object
of our Irish contemporary is laudable enough. The motor-car
industry' has extended to Ireland under the auspices of Mr.
Pennington, and before investors aie required to "sink" (si>:)
their money, our contempoiary thinks very rightly that the
public should know more about the subject, so as to be able
to use some discretion in investing. But we would point out
that the question of merit cannot be altogether solved by
means of a '" great race," as our contemporary suggests ;
at the same time, such a test undoubtedly has value as
indicating speed and endurance. The merits of motors will
be authoritatively analysed in the forthcoming Engineer
contest, when a committee of leading engineers will undertake
the investigation. On the reports of this committee the
public may rely for accurate and unbiassed information. A
further examination of the various motors will also form part
of the programme of the Royal Agricultural Society's summer
meeting, so there will be no lack of scientific analysis. Investors
woold certainly be well advised to exercise extreme caution in
subscribing to motor company shares till they are better in a
position to estimate the commercial value of each machine.
It is a pleasing sign of the growing popularity of the automotor
industry that, from time to time, it is found necessary to iudicate
the progress that is being made by means of an exhibition. For
some time past an energetic committee, of which the Hon. W.
F. £. Massey-Mainwariug, M.P., is president, and Mr. VV. M.
Paterson is secretary, has been arranging details, and the St.
i Stephen's Hall, better known as the Royal Aquarium, West-
| minster, was selected as the site. The Exhibition was officially
j opened on May 1st, and closes on the 22nd. Owing, however,
to the press of work under which manufacturers are labouring,
it was not found possible to open quite so early as was intended.
It is rather a difficult matter to bring motors from France, and
many exhibitors experienced considerable trouble in getting
their, machines over. However, after a deal of hard work a
very satisfactory collection of self-propelled vehicles has been
got together. As most of them have at various times been fully
described in the columns of Thb Automotor and Horseless
Vehicle Jodrnai, any detailed description would be out of
place. We notice, however, that in many respects, chiefly in
matters of detail, there has been an improvement. Thus springs,
levers, nuts, bolts, &c, now bear a more finished and workman-
like appearance than formerly. There is a marked absence of
what we may term amateurism about the machines. Thest
remarks are especially applicable to such well-finished vehicles
as Arnold's "sociable," and Arnold and Hewetson's victoria.
These cars are in their appointments, &c, equal to anything
which is seen in the park. They represent the carefully finished
fashionable carriage. An equally veil-appointed car is that
built by Peugeot, and owned by the Hon. C. S. Rolls. Th.
Gambier and Co., whose sole representative in- England is
Mr. F. Frentze), show a serviceable and well-built motor-car,
which is especially interesting as showing how little a well-
designed motor-car is affected by hard work ; this car has
travelled for over two years, and beyond looking rather faded
in its upholstery, it is as good as ever. Messrs. Leutzman
show a large and substantial looking motor-car, while Mr.
Carl Oppennann has a very tine electric motor-car. Messrs.
Hildebrand show two well-finished specimens of a motor-tandem
and a motor-cycle ; as do Messrs. Duncan. A peculiar-looking
motor-cycle is the Kane- Pennington motor. As an ingenious
piece of mechanism it is interesting as indicating early effort in
motor-cycle construction. Mr. Powell, of Hoxton, shows a
well-finished model gas-engine. Among motor accessories we
may mention a wheel intended for heavy motor-car work
designed by Mr. G. Jobson. There is a large and varied exhibit
of cycles, the principal exhibitors being the New Howe Com-
pany, the Griffin, the Yost, the Wilkinson, and Victor.
Although small, the show is well arranged, and will bear
careful inspection. It is quite a new departure and hence the
originator and manager, Mr. August Villers, has been well
advised in not engaging a too large space. We understand that
this Motor Exhibition is to be an annual affair, and as the
industry grows so will the Exhibition. Owing to the pressure
upon our space and that we are going to press at the time of
writing, our notice has necessarily been short and incomplete.
We hope, however, to describe .the more important novelties in
our next.
'+w**w>++n^+***+*»^mm
The Great Horseless Carriage Company have taken extensive
showrooms at 47, Holborn Viaduct.
"The Engineer " Road Carriage Competition.
In its issue for May 7th The Engineer publishes the following
notice : — " We aie now in a position to announce that the judges
have decided to make their preliminary examination of the
vehicles entered for competition on Friday the 28th, and
Saturday the 29th May, at the Crystal Palace, and that they
will start the competitors ou the long-distance run on Tuesday,
the 1st June. Mr. H. Graham Harris, M. Inst. C.E., will act
as secretary during the trials."
A full report of these trials will ap|>ear in our June nuinbti.
As the subject is so important, we have arranged to issue it
special supplement describing the trial as fullv us possible.
v A
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Mat, 1897.
A MOTOR WAGONETTE.
The accompanying illustration shows an exceedingly useful
design of a Daimler motor-car, well adapted for hard work
in the country. Most of the mechanism is out of sight, and well
enclosed against dust, &u. The starting handles, brakes, &c,
are all conveniently placed within reach of the driver. We
are informed that the design has given great satisfaction
to the inhabitants of Brighton. One day last week Mr. Monk,
of the Brighton Cycle and Motor Company, Limited, Marine
Parade, to whom the car belongs, drove to London and back,
conveying five passengers and himself, very comfortably in
9it hours, inclusive of stoppages. They started at 7.30, reached
Horley at 9.30, where they stayed half an hour, arriving at
EFFICIENCY OF STEAM-ENGINES.
Hardlt any word excepting that of "gentleman" is less under-
stood and more misapplied than " efficiency." In steam-engines
a high efficiency is always claimed by makers naturally enough,
but, according to how the word is employed, it is difficult to say
what is really meant. The Institution of Civil Engineers have
had a committee at work for some time past on this subject, and
this committee reports : —
1. That the statement of the economy of a steam-engine
in terms of pounds of feed-water per I.H.P. per hour is
undesirable.
2. That for all purposes except those of a scientific nature it
is desirable to state the economy of a steam-engine in terms of
Peckham at 12.30. The return journey was completed in
4A hours. The oil consumed was exactly 7 gallons, which
cost 7s., or about 1*. 2d. per passenger, and little more than
|rf. per mile.
«l/«S*'*S«*W**^SSW^'M^**«l'^
Cycle Tyre Patents. — The action brought in France by the
Welch-Dunlop combination against the French manufacturers
of pneumatic tyres for infringement of patent rights was on the
7th instant finally decided by the Third Chamber, after dragging
on for over two years. The judgment of the Court was against
the Dunlop Company on every point.
All interested in automotors should join the Self- Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, Loudon, E.C.— (Advt.)
the thermal units required per I.H.P. per hour (or per minute),
and that, if possible, the thermal units required per brake H.P.
should also be given.
3. That for scientific purposes the thermal units that would
be required by a perfect steam-engine working under the same
conditions as the actual engine, should also be stated.
The proposed method of statement is applicable to engines
using superheated steam as well as to those using saturated
steam, and the objection to the use of pounds of feed-water,
which contain more or less thermal units according to conditions,
is obviated, while there is no more practical difficulty in obtain-
ing the thermal units per I.H.P. per hour than there is in
arriving at the pounds of feed-water.
For scientific purposes, the difference in the thermal units per
I.H.P. required by the perfect steam-engine and by the actual
engine shows the loas due to imperfections in the actual engine.
A further great advantage of the proposal is that the
ambiguous terra " efficiency " is not required.
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THE AVTOMOtOR AND HORSELESS VEHICLE JOURNAL
:'.09
TRAVELLING WITHOUT HORSES IN 1770.
Most students of the history of self-moving carriages are
familiar with the name of Francis Moore, the London linen-
draper, who in 1769, the date of the construction of Cugnot's
8 team -carriage, obtained two patents for motor-carriages. The
first of these was to be " put in motion by fire, water, or air,
with a small assistance of horses or manual labour," the second
was "constructed upon peculiar principles, capable of being
wrought or put in motion by force or power without being
drawn by horses or any other beast." Unfortunately no speci-
fications were enrolled, so we have no means of ascertaining
what the inventor had in view.
Moore is referred to in the correspondence of Jaruej Watt
(tee Muirhead's " Life of James Watt ) ; thus, in a letter dated
April 28th, 1769, Watt writes: — " If linen-draper Moore does
not use my engine. to drive his chaises he can't drive them by
steam. If he does I will stop them. I suppose by the rapidity
of his progress and puffing he is too volatile to be dangerous."
Further on in the same letter, apparently in a jocular mood,
he writes : " Here
I work five or more
years contriving
an engine, and Mr.
Moore hears of it,
is more eveiUe", gets
three patents at
once, publishes
himself in the
newspapers, hires
2,000 men, sets
them to work for
the whole world
in St. George's
Fields, gets a for-
tune at once, and
prosecutes me for '
using my own in-
vention."
There is no evi-
dence, however,
that Moore actu-
ally did set to work
upon the. construc-
tion of a motor-
carriage, or at any
rate that he com-
pleted one, although
some references in
the public journals
of that period have been read, and not unre;isonably too, as
referring to such carriages. Thus in the Leeds Mercury of
April 11th, 1769, the following paragraph appeared : —
"A correspondent writes that Mr. Moore's new invented
machine to go without horses, for which he has obtained His
Majesty's patent, is not only adapted to wheel carriages in
general, such as coaches, chaises, carts, wagons, &c, but to
ploughing, harrowing, and every other branch of husbandry,
also to all other machines and engines now in use throughout
the kingdom, in various branches of manufacture whereiu
draught horses are now employed. We hear that the ingenious
inventor has sold all his own horses, and by his advice many of
his friends have done the same, because the price of that noble
and useful animal will be so affected by his new invention, that
their value will not be one-fourth of what it is at present."
The Gentleman's Magazine for the same year informs us that
" Mr. Moore, the ingenious contriver of the carriage to travel
without horses, waited upon His Majesty, at Richmond, with
one of them, who was graciously pleased to express his approba-
tion of it."
These references, however, in point of fact, notwithstanding
the employment of such terms as " self-moving," " to travel
without horses," &c, refer only to horse-drawn vehicles, to the
improvement of which Moore devoted much time and. money.
T his view is confirmed by an article in the Scots Magazine
for 1771, which refers to " the coach Mr. Moore had invented
to be drawn by one horse having been a subject of general con-
sideration." And still more strongly by the accompanying
illustration, copied from a print in the possession of Mr. Rhys
Jenkins, and entitled " Mr. Moore's New Invented Machine for
Travelling without Horses." There is no denying the presence
of the horse ; possibly what was meant was that one animal
did the work of two or more usually employed. Th.o novelty
.appears to have consisted in using a single pair of wheels of
great height.
%*"***#**%*W»#»#,W**»*W»*Wt*'»*»*
DEATH OF M. LEVASSOR.
' All interested in the evolution of the automotor will regret to
hear of the death of M. Levassor, who has done so much to make
■ horseless traction a practical success. The deceased was an
engineer of consider-
able distinction, but
his rdle lay rather iu
improving existing
machinery than in
inventing new types.
It was in 1888 that
M. Levassor turned
his attention to road
locomotion, and,
being impressed with
the possibilities of the
then new Daimler
motor, he took it in
hand and effected
many improvements
in detail which have
rendered it, or rather,
in its improved state,
the " Phoenix " motor,
one of the most re-
liable petroleum
motors in the market.
Applying it to road
carriages M. Levassor
achieved the most
remarkable success.
His feat of riding
from Paris to Bor-
deaux and back last
year was not less a proof of mechanical ability than of physical
"endurance and courage. M. Levassor was the junior partner
in the firm of MM. Panhard and Levassor, whose motor-
carriages are too well known for excellence and durability to
need any commendation from us. In engineering and especially
in motor circles M. Levassor wai deservedly regarded as an
authority, while his personal qualities made him a distinguished
friend to all who sought his advice. In the Automobile Club
! he was especially regarded, and it was largely due to his enter-
I prise and tact that this club has become so influential.
M. Levassor was taken ill quite suddenly with an affliction
of the brain and expired soon afterwards at the comparatively-
early age of 54. His obsequies took place on April 18th at the
Church of Ivry. A very large number of professional and
private friends, including a large contingent of the Automobile
Club, attended to pay respect to the remains of their late
distinguished colleague. Among those who sent floral marks
of respect was Sir David Salomons on behalf of the Self-
Propelled Traffic Association.
*M«**«M«^**«*4W*0*MA««MM^
Nakn denna tidskrift "Tbb Automotor and Horseless
Vehicle Journal" nar ni tillskrifver annonsOrerne.
7.
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310
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Mat, 1897.
The " Master Patents " of the British Motor
Syndicate and Roots and Venables.
Extract from the Advertisements of the British Motor
Syndicate.
" Whereas the British Motor Syndicate have acquired and are
now further acquiring by purchase a large number of valuable
inventions and discoveries in the manufacture of motors, the
results of many years' experiment and research in this and in
other countries, and
" Whereas the said inventions and discoveries include the
first master patents for the first successful application of oil and
explosion engines to vehicles as a means of their propulsion, and
"Whereas the said discoveries which have taken place in
Great Britain, France, Germany, and America, include in com-
bination all the various methods of tubular ignition, electric
ignition, and explosion by heat in motor vehicles, and
" Whereas the said inventions cover the latest improvements
in motor vehicles, and motor vehicles propelled by electrical
motors, and
" Whereas the acquirement of the same has cost the said
British Motor Syndicate over £250,000, and
" Whereas the said British Motor Syndicate has and is
expending large sums of money in creating and establishing the
motor-car industry in this country, and in the tuition of
mechanics, the teaching of drivers, the holding of exhibitions
and various competitions, and in other ways advertising and
causing a popular demand for the said business of motor- vehicle
construction, and
" Whereas the said Syndicate has caused by advertisement
notice to be given to persons to discontinue the infringement of
their patents,
"This is to Give Notice that a sum of £50,000 having been
specially set aside by the said Syndicate for the purposes of
defending and supporting the said patented inventions, pro-
ceedings will be immediately begun against all persons importing
into this country motor vehicles, also agaiust all persons riding
or using the said motor vehicles, also against any persons manu-
facturing or offering for sale the said motor vehicles, the inven-
tions of which belong to this Syndicate, and that the Syndicate
hold all persons liable for heavy damages in the matter of such
infringements."
As an example of the manner in which the intimation cited
above is enforced, the following correspondence is instructive.
It refers to an action which we suggested in our March number
as being imminent. But evidently we were not fully acquainted
with the methods of the British Motor Syndicate in upholding
their rights. The last letter to hand, now published under date
May 4th, apparently postpones the issue of a writ until long
subsequent to March 12th, the original date which peremptorily
granted four days' grace to Messrs. Roots and Venables in
which to climb down, or supply the names of their solicitors to
receive service of process for alleged infringement. To-day is
May 14th (nearly two mouths), and still the British Motor
Syndicate writ has not arrived. Therefore, all ye who are
concerned read, mark, learn, and inwardly digest the contents
of the following correspondence, and understand the true value
of any threats of legal action which may be hurled promiscuously
at the head of any innocent manufacturer who is desirous of
further qualifying himself for duly discharging his duty to the
public and otherwise increasing his income by means of securing
some of the large profits foreshadowed by the British Motor
Syndicate, and likely to be earned by either that body or traders
in general, or both, from the rapidly approaching trade likely to
be transacted in connection witfi automotor vehicles : —
12, New Court, Carey Street,
London, W.C., March 12th, 1897.
Dear Sirs, — We have been instructed by our clients, the
British Motor Syndicate (Limited), to write you with reference
to your infringement of their patents as applied to motor-cars,
and also to call your attention to the advertisement which
appears on the last page of the Autocar of the 13th inst.
Unless we receive by the 16th inst. an undertaking that you
will discontinue the infringement of our clients' patenta and also
the advertisement of your machines, we are instructed to com-
mence proceedings against you, in which case we shall be glad
if you will let us know the name of a solicitor who will accept
service on your behalf.— Yours truly, Sharpe, Parker, and Co.
Messrs. Roots and Venables,
100, Westminster Bridge Road, S.E.
100, Westminster Bridge Road,
London, March 13th, 1897.
Messrs. Sharpe, Parker, and Co.,
12, New Court, Carey Street
Dear Sirs,— Your favour of yesterday's date to hand. Kindly
inform us the number and date of the patent or patents you
allege we are infringing, and in which part of our motor or car the
infringement lies.— Yours faithfully, Roots and Venables.
We have pleasure in enclosing you our lists.
March 16th, 1897.
British Motor Syndicate and Yourselves.
Dear Sirs, — We have now seen our clients with reference to
your letter of the 13th inst., and they inform us that the patents
they claim under, and which they say you infringe, date from
1884.
We are also instructed to inform you that our clients claim,
firstly, the invention of an oil-engine suitable for the propulsion
of vehicles ; and, secondly, the application of such engines to
vehicles.
We understand that you are infringing about 47 of the patents
belonging to our clients.
Kindly let us know by return of post whether you are
prepared to give the undertaking asked for J if not, we are
instructed to commence proceedings against you.— Yours truly,
Sharpe, Parker, and Co.
Messrs. Roots and Venables.
March 17th, 1897.
Messrs. Sharpe, Parker, and Co.
Dear Sirs, — Your favour of the 16th instant to hand. You have
not replied to our letter of the 1 3th instant asking for the numbers
and elates of the patents you allege we infringe, also specifying
what part or parts of our car infringes, and which particular'
patent such part or parts are alleged to infringe.
Without these particulars you must perceive it is not passible
for us to take your letter seriously.
The claims you say your clients make, headed " firstly * and
"secondly," are really too absurd for us to reply to. — Your*
faithfully, Roots and Venables.
March 25th, 1897.
Messrs. Sharpe, Parker, and Co.
Dear Sirs, — We should be glad to have an answer to our
letter of the 17th inst. with reference to our alleged infringe-
ment of the British Motor Syndicate's patents. — Yours faith-
fully, Roots and Venables.
In the sixth letter, dated April 1st— a significant date —
Messrs. Roots and Venables reiterated their request for par-
ticulars of the alleged infringements, aud in their communica-
tion expressed their opinion of the value of the Syndicate's
patents, and suggested that their own patents (more.particularly
No. 23,786, dated December 24th, 1892, which covers the con-
veyance of the jacket water for cooling purposes through the
frame of the carriage) were being infringed by the Syndicate ;
this letter being simply acknowledged as under : —
April 2nd, 1897.
British Motor Syndicate and Yourselves.
Dear Sirs, — We have your letter of yesterday's date, and have'
forwarded a copy to our clients. — Yours faithfully,
Sharps, Parker, and Co.
Messrs. Roots and Venables.
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Mat, 1897.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
3U
Their request being still disregarded, they again wrote as
follows : —
April 27th, 1897.
Messrs. Sharpe, Parker, and Co.
Dear Sirs, — As you have now had ample time to communicate
with and receive a reply from your clients, the British Motor
Syndicate, we shall be glad to hear what they have to say with
regard to their infringement of our patent No. 23,786, dated
December 24th, 1892. An immediate reply will oblige.— Youis
faithfully, Roots and Venables.
April 28th, 1897.
British Motor Syndicate and Yourselves.
Dear Sirs, — We have received your letter of yesterday's date,
and have written our clients for their instructions thereon. —
Yours truly, Sharps, Parker, and Co.
Messrs. Boots and Venables.
April 30th, 1897.
British Motor Syndicate and Yourselves.
Dear Sirs, — We have now heard from our clients on your
letter to us of the 27th instant, and are instructed by them that
they are not using, and do not intend to use, the alleged inven-
tion covered by the letters patent No. 23,78692, and they are
not, therefore, infringing, and do not intend to infringe, your
rights thereunder.— Yours truly, SnARi-K, Parker, and Co.
Messrs. Boots and Venables.
This communication was immediately followed by a further
letter direct from the Syndicate, as under : —
Hertford Street, Coventry,
May 1st, 1897.
Messrs. Boots and Venables.
Dear Sirs,— Referring to your communication of April 1st,
addressed to Messrs. Sharpe, Parker, and Co., we beg to inform
you, for your satisfaction, that we have never used your water-
cooling patent, No. 23,786/92, nor have we any intention of
using it. — Yours faithfully,
The British Motor Syndicate (Limited),
Chas. McBobik Turrell, General Manager.
May 3rd, 1897.
The British Motor Syndicate (Limited).
Dear Sirs, — We were glad to receive this morning your
assurance that you are not using our water-cooling patent,
No. 23,786/92.
Kindly inform us if, in any of the Daimler motor-carriages
the jacket water is conveyed through the tubular frame of the
car.
Your attention will oblige. — Yours faithfully,
Boots and Venables.
May 4th, 1897.
Messrs. Roots and Venables.
Gentlemen, — Regarding ours of the 3rd of May, so far as we
are aware, and we consider we have good grounds for making
this statement, none of the Daimler carriages convey their cool
water through a tubular frame, for the obvious reason that the
frames are not tubular. — Yours faithfully.
The British Motor Syndicate (Limited),
Char McRobik Torrell, General Manager.
It is significant that in neither the letter of April 30th from
Messrs. Sharpe, Parker, and Co. (on behalf of the British Motor
Syndicate), or in the letters of May 1st and 4th, signed on
behalf of the same body by Mr. C. McRobie Turrell as general
manager, is one word of reference to the very peremptory
demands set forth in Messrs. Sharpe and Co.'s original letter of
March 12th. We shall, therefore, await with restrained curiosity
and suspended interest, the threatened but oddly enough still
deferred enforcement of the British Motor Syndicate claims, as
it is obvious, we submit, that they must either enforce their
original demand, or for ever hold their peace.
MARINE MOTOR NOTES.
Messrs. Thorn vcroft and Co., of Chiswick, the well-known
torpedo-boat builders, are just completing a steam turbo-life-
boat for the R.N.LI., named the "Queen," and which is to be
stationed at Liverpool. The new vessel is 55 feet long and
16 feet beam. At the draught of 3 feet 3 inches she displaces
30 tons. She is propelled by a steam turbine driven by engines
of 250 horse-power indicated. The boiler is one of Thorny-
croft's well-known type, and is fitted for burning either oil or
coal ; the steam pressure being 145 lbs. per square inch. The
speed attained under favourable conditions is, we understand,
from 9 to 10 knots. There is a large rudder which can be
raised if necessary. The hull is built of steel, and is divided
into 18 water-tight compartments. In a future issue we hope
to fully describe and illustrate this craft.
Now that the House of Commons is investigating by means
of a Select Committee the administration of the National Life-
1 boat Institution, we should be pleased if some competent naval
architect would draw the Committee's attention to the fact that
' propulsion by oars is about the most inefficient form of propul-
sion known. There is no reason why lifeboats should not be
propelled by screws suitably designed and carried, driven by
I autoniotors. This form of propulsion is cheap and efficient.
The fact is there is a prejudice against the use of screws,
because it is alleged that they would be fouled by floating
wreckage, and would also render the boat unable to be beached.
It all depends how you carry the screws ; and how and who
designs the vessel It is quite possible to propel lifeboats by
screws, and beach them too without in any way risking damage
! to the propellers. At present the steam turbo-lifeboats are
j enormously costly ; while the method of propulsion is very
inefficient. Fancy 250 indicated horse-power to move 30 tons
. at nine knots ! So many people resent any criticism directed to
; public or semi-public institutions engaged in "good works,"
that we shall no doubt be thought captious in drawing attention
to this matter ; but to show what a waste of power there is in
, the present mechanically-propelled lifeboats, we may mention
! that a coasting steamer 200 feet long and 26 feet beam, and of
' 1,550 tons displacement, can be propelled at nine knots with
the same power ; that is, a vessel 50 times heavier, and nearly
; four times longer than the latest lifeboat, only takes the same
power to produce the same speed. As another example, we
might mention that some Admiralty steam pinnaces now being
built by the Thames Ironworks Company, of Blackwall, are
56 feet long, 9 feet 9 inches beam, and 4 feet 7 inches deep,
at the load displacement of 27 tons they are propelled at
146 knots by engines developing 214 indicated horse-power.
When so much is being attempted to resuscitate our canal
traffic, it is surprising that the propulsion of barges and small
craft by gas-engines has not been tried. That there are
difficulties in the way we know, so there are before anything
can be achieved in this world. We are sorry to observe that
our French friends have in this, as in so many naval methods,
shown us the way ; and canal boats propelled by gas-engines
are not. uncommon in France. A new boat of this type has
recently been put in service for the Havre-Rouen-Paris line,
the speed attained being seven knots. It is 100 feet long, with
7 feet draught, divided into four water-tight compartments.
The gas is supplied from on shore, and is stored on board in a
steel holder, an accumulator composed of steel pipes, under a
pressure of 95 atmospheres, about 850 lbs. The engine employed
is a two-cylinder one, of 40 horse-power. The gas is stored
in tubes or receiver.*, each of which is about 5 metres long,
and weighs about 715 lbs., the gas being compressed to a
pressure of 100 kilos, per square centimetre, or about 1,400 lbs.
per square inch.
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THE AUTOMOTOR AtfD HORSELESS VESICLE JOttRtiAL.
£Ma*, 18W.
THE MOTOR-CAR IN SOUTH AFRICA.
The credit of having been the first to introduce the motor-car
to South Africa belongs to Mr. J. P. Hess (brother of the editor
of the African Critic). Mr. Hess has lately arrived in London,
and has furnished us with an interesting account of the com-
motion and excitement caused by the appearance of the motor-car.
It appears that it was first exhibited at the Berea Park, Pretoria,
hardly a month after the famous Brighton' run.
Mr. Hess had invited the principal officials to witness the
turn out, and, amongst others, his Honour the State President,
with his staff, accepted the invitation, as did the State Secretary,
Dr. Leyds. The former seemed highly delighted when the
mechanism was displayed to him, but he had evidently not studied
" motor-cars," as he shook Mr. Hess heartily by the hand and
expressed his pleasure that Mr. Hess had introduced such a
clever invention into the Transvaal, and said, " You deserve a
gold medal." This we reproduce. The inscription, which is in
Dutch, says : —
"Presented by H. H. Paul Kruqer, State President of the
South African Republic, to Mr. J. P. Hess, in remembrance
of his introducing the First Motor-car to South Africa,
Monday, January 4th, 1897." -
We have inspected this valuable medal, which is of solid gold,
carrying on one side, beautifully enamelled, the arms of the
South African Republic, and on the obverse the inscription, and is
the first medal ever presented to an Uitlander. After Mr. Hess
had thanked the State President, he invited him to take the first
ride, but his Honour jocularly remarked, " I am afraid a dog
might bark, and it might buck and run away with me."
Mr. Hess then invited Dr. Leyds, the State Secretary, who at
once consented, and went whirling round the track at excellent
speeJ, amid cheers of the spectators. From the time of the
landing of the motor-car at Port Elizabeth until the successful
exhibition, the South African papers, both English and Dutch,
simply teemed with references to motor-cars.
The motor-carriage which Mr. Hess exhibited came direct
from Messrs. Benz aud Co.'s works at Mannheim. It was only
al| horse-power dog-cart. He, however, lias arrived in England
to specially study machines most suitable for South African
roads, and several influential people out there are also greatly
interesting themselves in connection with motor-carriages suitable
for that country. Mr. H«ss's address is — c/o the African Critic,
156, Leadenhall Street. The historical motor-car imported by
Mr. Hess was at once purchased after the show by Mr. A. H.
Jacob, a well known coffee manufacturer in South Africa,
and although he paid a high figure for acquiring the fame, he
admitted he was perfectly satisfied, as he never had had a better
advertising medium. The Sanitary Board of Johannesburg
tried to ttop the car being used in the streets, but Mr. Hess
advised Mr. Jacobs to ignore their officious interference, as the
Government of the Republic had hailed the introduction of
the motor-car with satisfaction, and this view was expressed
to Mr. Hess by some of the high officials at Pretoria. The
Republic will soon have the opportunity of getting used to
motor vehicles, as we understand upwards of 200 delivery vans
have already been ordered for South Africa.
*0^*^^n*****^n^^^^^^^^*
MOTOR-CARS.
By Mr. F. Grover, Assoc. M.I.C.E.
The following is a pricit of a paper read on the 26th ult. by
Mr. F. Grover, Assoc. M.I.C.E., before the Yorkshire College
Engineering Society : —
" Cars might be driven by steam, gas, oil, or spirit, and elec-
tricity, or by compressed air, though he regarded the latter as
being out of the question for a considerable time to come. He
was of opinion that no one of the other four sources of power
could be regarded as fulfilling the conditions required by
different persons in pursuit of their business. The steam-
engine, to his mind, was the most suitable form of motor
hitherto designed, for the following reasons: — (I) Heavy
traction on ordinary roads by means of specially designed
engines, engines and boilers being contained in a separate vehicle ;
this was typified in the ordinary traction-engine of to-day. (2)
Transport motors for the carriage of heavy cargoes, such as
parcels or luggage in bulk, or for the use of tradesmen whose
wares were of considerable weight. (3) Vehicles for passengers,
and built to accommodate more than six persons. The present
form of traction-engine was capable of improvement in such
details as the introduction of three-speed gear for high speed on
good, level roads ; but the regulations recently issued by the
Board of Trade precluded development along this line, for no
carriage weighing over two tons unloaded was allowed to travel
at more than five miles per hour. If, therefore, speed was
required, as was, indeed, necessary for the rapid distribution of
goods, they must seek a type of engine that would enable the
weight to be reduced so as to run at 12 miles an hour, and in
that case engine and boiler aud carrying space must be included
in one carriage."
After discussing the regulations affecting speed he proceeded
to discuss the question of boilers : — •
"The combination he regarded as best fitted to meet the
requirements stated was steam raised in a water-tube boiler,
preferably of the flash type, of which the Serpollet boiler was
the best practical example. The steam turbine, either of the
Parson or Laval type, was very suitable for driving, absence
of vibration being its great recommendation. Among the
advantages of tubular boilers of the flash type was that there
was no danger of serious explosion, no large weight to be
carried as water in the boiler, no fear of the fire-box crown
overheating, and no trouble in keeping the feed at a constant
level. Disadvantages were that the tubes were liable to make
up, the engiue cylinders were liable to score, and that the tubes
in the bulk were heavy. Nevertheless, he considered the
balance was in favour of this type of boiler. He considered
the ordinary tubular boiler as the next most suitable. Its
advantages were the rapidity with which steam could be raised,
the small bulk of water to be carried, and the small space
occupied. Its disadvantages were the great fluctuations of
pressure, the absence of steam reserve, and the very careful
stoking required. With respect to the engine, it should cer-
tainly be reversible, and that was one drawback of the Serpollet
carriage. As to the compounding of engines for cars, it was
advisable in flat country, but of little use in hilly districts.
Before leaving this part of his subject, he would urge the
following advantages which steam ottered : — (1) Simplicity of
mechanism j (2) no necessity to carry large quantities of water
or fuel (for both could be procured in any out-of-the-way place);
(3) large power available when wanted ; (4) starting quite easy ;
(5) when the carriage was standing, the engine was also
stationary ; and (6) certainty of action unknown to many gas
or petroleum-engines. He did not consider compressed gas at
all suitable, except for driving tramcars running on rails, and
only then in special circumstances.''
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
313
Passing on to oil-engines, he said : — "Oil-engines were divided
broadly into two classes — one working with heavy oils and the
other with light oils or petroleum spirit. He knew of only one
case in which heavy oil had been successfully applied to small
motors of the type usually applied to motor-cars and cycles, and
as to light oils the danger was great, the smell objectionable,
and generally speaking the design of the engines was not good.
Nevertheless there was a great future for the oil-engine as a
motor for cars, but he thought it would be restricted to very
light carts or vans, and to pleasure vehicles carrying less than
six persons, including the cycle. As to the form of ignition to
be adopted, he thought the electric spark was greatly preferable
to the hot tube. There was, however, great need of a good
storage battery for purposes of ignition. As to electricity, the
weight of the accumulator was out of all proportion to the power
obtained, and the cost of maintenance was larger. With reference;
to the subject of motor-cars in general, there were many poiuts,
such as the value of pneumatic tyres, the limitation of load, the
disposal of exhaust steam, gearing, &c, any of which was
sufficiently important to mar the success of a design if not
properly carried out."
PRACTICAL HINTS.
•%***\*J*WS*%**+%*^S****+***+%*'im
INDIARUBBER
THE NEW YORK
PUBLIC LIBRARY
ASTOR, LENOX ANO
Few vegetable products that grow without 'the aid of artificial"
cultivation are in more demand than Indiarubber. Not many
years ago its use was so restricted that it hardly paid to import
it from such distant places as the basin of the* Congo, but now
rubber trees are among the most valuable products of Central
Africa, and formerly, when expeditions would set out for ivory,
gold dust, &c, they are now undertaken in search of rubber.
Needless to say it has been the Submarine Telegraph and the
Cycle that has chiefly occasioned the enormous demand for
rubber. To such an extent has this demand grown, that in
many quarters it is feared that the supply will in a few years
become unequal to it.
Except in a few instances the rubber tree is a perfectly
natural growth and owes nothing to human aid for cultivation.
It is found in nearly all tropical forests, but the principal
sources of supply are Central Africa, the East Indies, and
Tropical America. Owing to the reckless manner in which
it is collected, and the absence of proper measures for con-
serving the forests, whole districts have l>een denuded of their
trees, and hence the supply of the natural gum has in these
places fallen off. About 100,000,000 lbs. are annually collected,
and of this, 21,000 tons, worth about £16 10«. per ton, are con-
sumed in this country alone. It is perhaps unfortunate for the
cycle industry that only the best kind of gum is suitable for
pneumatic tyres, and this is known as Para rubber. We, of
course, do not assert that every tyre is made of Para rubber,
but if a tyre stands a long course of hard work well the proba-
bility is that it is. Para rubber being so expensive and so
indispensable — there being really no efficient substitute for it,
it is evident that any diminution in the supply of the gum will
seriously affect the light motor industry. Another unfortunate
thing about rubber tyres is that after use they arc practically
of no value. In the process of manufacture the rubber is
vulcanised by which process it obtains its great permanent
elasticity and stability, under extremes of temperature, but this
very process renders the rubber all but useless for any other
purpose but that for which it is shaped. The chemistry of
rubber is not well understood, and apparently light and air
exercise some subtle harmful influences. However, at present
there is " nothing like rubber,"— ;it any rate for the electrician
and cyclist. If there are any enthusiastic inventors, possessed
of great patience, good chemical and mechanical knowledge, but
principally ample meaus, they might well investigate rubber,
and if they can devise a substitute which will do all that rubber
will, and which can be produced at a reasonable price, they will
>>c benefactors to the cycling world.
In using oil motors pains should be taken to prevent, as far as
possible, any leakage of oil. Owing to the great diffusive power
of oil, absolute oil lightness is very difficult to ensure ; and in
all metallic holders or vessels more or less " creeping " of the
oil takes place. In this way a thin film of oil gets deposited on
hot surfaces, and in evaporating gives off a pungent smell, at the
same time depositing a layer of carbon. This oil creeping
cannot wholly be avoided, but its effects may bo lessened by
instructing the attendant to keep all hot surfaces frequently
wiped with waste. In designing tanks for carrying oil too great
care cannot be bestowed upon the rivetting, as if this is at all
inferior leakage will take place ; the rivets should be closely
spaced, and if the tank is likely to be subjected to much
vibration chain rivetting should be employed. Tanks for oil
are best well galvanised, as the deposit of zinc acts very
effectually in caulking the seams. The joints of hand holes,
pipe flanges, &c, are best made by using brown paper steeped
in glue. Indiarubber insertion should never be used for joints,
as the oil softens it. For the same reason care should be taken
that the oil does not get spilt upon the rubber tyres. Special
care should be also taken to see that the tank containing the oil
does not get heated by the motor, as, should the temperature of
the oil reach the flash 'point, vapours are generated, which,
mixing with the air in the tank, form an explosive atmosphere,
not necessarily dangerous in itself, but unquestionably so in the
vicinity of flame.
MR. J. H. MANN ON AUTOCARS.
At the last monthly meeting of the Leeds Association of
Engineers, Mr. J. H. Mann read a paper on motor vehicles. He
said that French engineers had been running motor-cars for two
or three years with at least sufficient success to encourage the
idea of a new industry in this country, providing a cheap and
convenient method of locomotion. He briefly referred to the
new Act of Parliament for legalising their use, aud criticised some
of its clauses. As an engineer, he was disappointed at the slow
progress motor-cars appeared to be making, which he attributed
to the fact of well-established firms being too busy to experiment
with them. Perhaps, also, many of them were keeping in the
dark with a view to the forthcoming competition promoted by
The Engineer, and that some were waiting to see how others
succeeded. It was not a difficult thing to make a machine that
would run on the roads, the difficulty was in making one that
would do its work better and cheaper than horses. Mr. Mann
drew a comparison between the cost of the two. Horses and
their keep were never so cheap as at the present time ; aud
stony roads, especially in winter and wet weather, would tell
considerably against motor-cars, in the use of which increased
attention and less comfort would be involved. In order to
succeed, simplicity in construction was a prime necessity. As a
means of propulsion, electricity could only be used in limited
areas, and he thought steam-engines met the requirements more
completely than oil-engines. The Serpoliet boiler, or instan-
taneous steam-generator, was a move in the right direction, on
account of its simplicity and freedom from danger. He described
various methods of using liquid fuel, the most successful he had
tried being to burn it with an injector over a slow-combustion
coke fire, but he thought the use of coke alone better still. By
means of wall diagrams he showed the details in construction
which he recommended, pointing out what to avoid and wber >
trouble was likely to arise. He looked forward with keen
anticipation to a great future for autocars, but at the present
time, from a manufacturer's point of view, he should not care to
put into inexperienced hands a complicated machine,, especially
with a guarantee for any considerable time.
■/. :'•
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[May, ie97.
THE TYRES OF MOTOR-CAR WHEELS.
ELIESON'S ELECTRO MOTOR-CAR.
It seems to us that with the application of motors for the
propulsion of the heavier types of road cars, such as railway
vans, brewers' drays, &c, some modification in the design of the
wheels of such vehicles will be necessary. It must be remem-
bered that with horse haulage the wheels merely roll on the
road ; the tractive effort being exerted by the horse. In a
motor-van the tractive effort is exerted through the wheels, or
at least by those termed the drivers, and hence the wheels must
be capable, not only of sustaining the ordinary stresses set up in
it when passing over a rough road, but also of transmitting the
necessary tractive power. It can hardly be expected that
the usually accepted design of wooden wheels can be much
improved ; but what can be done is to give greater strength and
rigidity to the whole structure by careful ty reing. The ordinary
system of shrinking on the tyres by employing the enormous
natural forces of expansion is theoretically perfectly correct ;
g' practice it involves subjecting the periphery of the wooden
wheel to a charring process — not conducive to the improvement
of the structure itself, and unless the operation is most carefully
conducted, distortion of
the wheel through irregu-
lar contraction is bound
to result, at any rate it
often occurs ; while the
rapid quenching process,
as every metallurgical
student is aware, sets up
intense molecular stresses
in the tyre itself, which
in inferior metal manifest
themselves in sudden
fractures. The old system,
in spite of these disad-
vantages, when properly
used by conscientious
mechanics is no doubt
suitable for ordinary pur-
poses, but for passenger
traffic where compensa-
tion for injuries is a
contingency to be pro-
vided for, and for loco-
motor vehicles in which
the tractive effort is trans-
mi tted through the wheels,
too much attention cannot be given to, not alone correct design of
wheel, but also to proper tyreing. The points to be considered in
the design of motor-car wheels are of course those which deter-
mine the similar problem in locomotoric and cycle wheels. In both
of the latter we see great accuracy of form and manufacture
: attained, all the operations nearly being effected by mechanical
means. In both, too, the tyre is perhaps the most important
Ct of the wheel, but so long as the tyre was a matter of
idicraft neither was satisfactory. It was the use of the
hydraulic press and of high grade steel that enabled the present
perfection to be attained and for motor-car wheels a similar
means will have to be adopted. Already mechanical means
have been applied to the tyreing of heavy horse-drawn carts
and vans with, we understand, very good results, the tyres
being put on cold by hydraulic pressure. Not only does this
put a uniform compressive stress upon the periphery of the
wheel, but it ensures correctness of form and prevents dis-
tortion. We should, then, strongly advise those of our friends
who are interested in heavy motor-car traffic to see that in the
specification for the wheels it is stated that they must be tyred
by hydraulic means.
•^SSM'ifWW^SWW^SSS^S^S^S**
Jezeli Pan zechcisz oglaszac w pismie naszem prosze podac
hazwe "The Automotor and Horseless Vehicle Journal. "
We recently inspected an electro inotor-car, the invention and
manufacture of Mr. C. P. Elieson, of the Lamina Accumulator
Syndicate, Camden Town, London, N.W. As this new motor-
car has several ingeniously worked-out mechanical details of
great interest and of considerable novelty, an account will be
interesting. Its general appearance is illustrated in the accom-
panying engravings. From these it will be seen that the framing
of the car is composed of jointed and braced Manessmann steel
tubes. Thus not only is great strength and rigidity obtained,
but lightness also. Suspended from the two side girders is a
small double armature series Wound motor, the connections so
arranged that the coils can be placed either in series or parallel.
On each end of the armature spindle and suitably supported by
bearings is a bronze sprocket-wheel so formed as to its teeth as
to engage witha specially formed chain. This chain has a steel pin
passing transversely through every third link. This chain passes
round a driving wheel attached to each hind wheel of the car, but
the manner in which motion is transmitted from the fast speed
and small-sized sprocket on the armature spindle to the slower
moving car wheels is
novel, ingenious, and, as
we can testify, very
efficient. On the peri-
phery of the driving
wheel are two hands of
leather between which
the chain passes, the
latter being kept in
position by the leather,
but the friction or grip
being obtained by the
steel pins passing through
the bulks as before said.
It cei-tainly took us some
little thought to overcome
our engineering prejudice,
but after having seen
the gear at work we have
no hesitation iu recom-
mending it. Its great
merits in our opinion are :
it obviates the necessity
for differential gear, it
transmits the motion, and,
lastly, it overcomes a
serious difficulty in road traction. Should, as in turning a
corner, or going over an obstacle, one wheel be checked, the
other revolves at its normal rate, while the chain slips on the
former, and, as soon as is necessary, is revolved, by friction,
like the other. Current is supplied by a battery of 28 Lamina
cells, having a capacity of 80 ampere hours. These cells are
packed in what is the " boot," aud occupy but little space.
They are discharged at the rate of 20 ampere hours, and hence
suffice in the car in question for a run of four hours, or about
40 miles at 10 miles. We should say that a feature about
these cells is, that they are discharged always in series, the
current being varied by putting the motor coils in series or
parallel. We tested this motor-car on a pretty steep gradient
and amid some heavy traffic, and found that it maintained a
fast speed and was easily manoeuvred. We think that this
type of electro motor-cars has a distinct field for its operation,
especially in the city.
The English and French equivalents of Weights, Measures,
and Distances are fully set out and explained in The Automotor
and Horseless Vehicle Diart and Pocket-Book for 1897,
which contains over 100 pages of information. Price Qd. ; post
free, Id., of Messrs. F. King and Co., 62, St. Martin's Lane,
London, W.C.
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THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
315
Side Elevation,'
ASTOR, LENOX AND
TILOEN FOUNDATIONS.
yittti-E 7»« One Foot .
Gi gle
31fi
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Mat, 1897.
NOW READY.
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motor Vehicles, including:—
Hydrocarbons.
Properties of the Circle.
Temperature of Steam at High Pressures.
Strength and Weight of Various Materials.
Decimal Equivalents.
Practical Notes on Motor- Vehicle Tests.
List of the Leading French Manufacturers of Motor-
Carriages.
List of the Leading Limited Companies dealing, Ac, in
Motor- Carriages .
List of Engineers, Carriage Builders, &c, taking np the
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Results of Foreign' Speed Trials.
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Working Bates, Size, Weight, &c., of Accumulators for
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Wholesale : Biibtt and Co., 5, Pilgrim Street, Ludgate
Hill, E.C.
Birmingham : J. McCanx, 37, Union Street.
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When any difficulty is experienced in procuring the Journal from
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The Automotor and Horseless Vehicle
Journal.
A RECORD AND REYIEW OF APPLIED AUTOMATIC LOCOMOTION.
MAY 15th, 1897.
ANSWERS TO CORRESPONDENTS.
McConskll (Co. Donegal). — We think the only power at
present likely to be successful for your purpose would bo
steam. If you are unable to secure a Serpollet motor,
possibly Thornycroft's might be able to Rupply what you
want. For smaller vehicles the Daimler motor or Boots
and Veuables heavy oil motor should meet the case.
J. Ouvbu (Edinburgh). — Messrs. J. and C. Stirling's address is
Hamilton Carriage Works, Hamilton.
J. H. (Streatham). — If your invention is any good a small
advertisement should soon bring you a purchaser. You might
also answer inquirers in our Journal who are anxious to
purchase motor-car patents.
R. W. B. (Godalming). — The address of the Wolseloy Autocar
is Sydney Works, Alma Street, Birmingham, and we believe
they are taking orders for delivery in rotation.
Motor Driver (Brighton). — Yes, oil-motors have been applied
to the propulsion of small boats with marked success.
Several cau be seen on the Thames. .
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May, 1897.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
317
Jas. Wbst (London). — You should always carry a small bag of
tools on your motor. A shifting spanner, a cold chisel and
hand hammer, a flat file, and a few clips will occupy little
space and may save much expense.
F. Young (Liverpool). — No, we do not hold any personal
interest in any motor. We, however, are strongly
interested in promoting and encouraging the industry.
J. B. (York). — "We do not think your idea is feasible.
Petrol Cycle. — If you use a very light lubricating oil, and
occasionally wash the moving parts with ordinary paraffin,
you will find the gummy matter disappear.
Subscribkr (Bradford). — We do not know the Carmont Motor
Attachment. If we obtain any information, will let you
know.
J. Richard. — A Company has lately been formed for the supply
of calcic carbide. Their address is Queen Victoria Street,
London. A copy of our Automotor Diary has been sent as
requested.
THE BRITISH MOTOR SYNDICATE'S "MASTER
PATENTS" AND ROOTS & VENABLES.
In the face of the correspondence in the above matter,
conducted through Messrs. Sharpe and Parker, acting for
the Syndicate, which we publish on page 310 of the
current issue, the conclusion forces itself upon one that
the threats of instant action and confiscation of cars, &c,
in the case of suggested infringement, so publicly adver-
tised, are all bark and no bite, and that the real value
of any patent rights which the British Motor Syndicate
claim to possess is not altogether clear in the minds of
those controlling the affairs of that body, although
appraised at a substantial figure, presumably for the
public benefit (?). With respect to the correspondence,
it will be noticed that, after charging an honourable firm
with the infringement of patent rights, the British Motor
Syndicate have so far not, we believe, furnished particulars
of the alleged infringements, but appear to us to content
themselves with a general statement that the patents
alleged to b9 infringed date from 1884, and number
somo 47. The first letter fixing a definite date (March
ltJtb) for legal proceedings to be instituted, implies that they
are fully prepared, after consideration and with sufficient
evidence, to establish the alleged infringements. Having
reference to the vast number of patents connected with
motors taken out since 1884, it is surely the duty of the
Syndicate to furnish the fullest and clearest particulars
of the alleged infringements. They have not done so,
and the only conclusion one can come to is that the
Motor Syndicate realise that the charge of infringement
cannot be sustained. The vaguely comprehensive claim
that the Syndicate make to the invention of an oil-
engine suitable for the propulsion of vehicles and the
application of such engines to vehicles, looks to us in the
circumstances, as Messrs. Roots and Venables observe,
" reslly too absurd " for discussion. According to an
'advertisement that the Syndicate arc publishing, it
appears that they claim " the first master patents for the
first successful application of oil and explosion engines
to vehicles." For these inventions they state also that
they have paid the very respectable sum of £250,000, and
they are still buying ! Not only do Messrs. Roots and
Venables claim that their patents are of anterior date,
but that they refer to oil motors, whereas they suggest
that the Syndicate patents refer to spirit motors ; the
distinction that Messrs. Roots and Venables draw is
thoroughly scientific and correct. There is all the
difference in the world between the physical properties
of oil and spirit ; the latter evaporates, whereas the
foi'iner does not, at least not appreciably under ordinary
temperatures. Ordinary petroleum (lamp oil) often con-
tains naphtha, as much as 5 per cent, or more, bat this
does not make petroleum a spirit. Again, as regards tho
invention of using the frames of the car as a kind of
condenser, this is claimed by Messrs. Roots and Venables,
and it appears to us with good reason ; at any rate the
Motor Syndicate does not appear to lay any claim to it.
We cannot but think that in advaucing such claims and
failing to comply with the perfectly reasonable and
repeated demands for particulars, the Motor Syndicate
have been most injudicious, and also in their manner of
attempting to prevent competing firms from manu-
facturing motors by threats of legal proceedings for
alleged infringement.
If the British Motor Syndicate have any real novelties
under their alleged patents, by all means let them enjoy
the full benefit to which they are legitimately entitled,
but let the vague and sweeping claims and disquieting
cautions now being issued be things of the past if they
are to eventuate in a series of letters of the character we
now publish. We repeat what we said in an earlier issue
— that any action which will set at rest tho real value of
the patent claims of the British Motor Syndicate must be
of material benefit to the industry generally, whether the
result be for or against the British Motor Syndicate. If
successful in upholding their alleged rights, theu they
would roceive their royalties and profits ; and, moreover,
we should be the first to congratulate them and support
them in every legitimate way to enforce their legal claims,
the possession of which so far there has been practically
no serious attempt to demonstrate, as ths nominal
" consent to judgment " in the case of the British Motor
Syndicate v. The Hon. C. S. Rolls (a minor) can hardly
be regarded as conclusively defining the right of the
British Motor Syndicate to the " master patents " of the
motor-car industry. On the other hand, should the
judgment be against the British Motor Syndicate, the
result would be that the industry would practically be
thrown open to the entire engineering trade, including a
large number of eminent firms who, provided they are not
within measurable distance of saddling themselves with a
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Mat, 1897.
prospective law suit for infringement of patents, are not
only prepared but anxious to manufacture motor-cars of
such a nature as to be a credit to their already well-earned
reputation and a guarantee of safety and quality to the
public ; and the British Motor Syndicate should still be
able to earn plenty of money for its shareholders by
prompt delivery of good motor-cars from their works
in the ordinary course, which earning power should be
greatly enhanced by the advantage which a good start
and being first in the field always affords.
We sincerely trust, therefore, that Messrs. Roots and
Venables will not allow the matter to rest where it is,
but will insist on the British Motor Syndicate either
establishing or withdrawing their claims. Sir David
Salomons, a great authority upon the subject, in his
paper on motor-cars read on Wednesday last before the
Society of Arts (a full report of which appears in another
part of our Journal), sums up the principles involved in
patent law very lucidly, and Messrs. Hoots and Venables,
by following up their apparently present advantage,
would undoubtedly earn the gratitude of a vast number
of people in Great Britain who are deeply interested in
this already firmly-established industry. The "greater
world " looks to England, as usual, to supply the ideal
motor of the future, and therefore let there be no
unnecessary obstacles or delay placed in the way of what
promises to bring substantial profit and real benefit to
the world at lnrge. and particularly to the English-
speaking race — greater even than the immense advantage
realised from the rapid development of the cycle trade in
recent yen's, or any other industry which Ins helped to
build up the industrial and material prosperity of the
empire.
A MUNICIPAL TRIP.
Douglas (Isle of Man) rejoices in two things and is not satis-
fied. The inhabitants live in a lovely town and seaside resort,
and they are paternally governed by a Model Corporation, but
they thirst after such vanities as Electric Traction and Electric
Lighting. Now you can obtain information in two ways : You
can instruct your engineer, who ought to know, to prepare a
report, or you can go and see and prepare your own. As a
rule, providing you are not an engineer of high standing (and
usually you are not) it ia better to instruct someone who is to
act for you. If, however, you are a member of a Town
Council, such as that of Douglas or Birmingham, you will in
your zeal for the public welfare not be content with a mere
engineer's report, but will see with your own eyes and use your
own judgment. It does not matter at all that you will see
thius;s and pass and form opinions on things you don't under-
stand, but you will just see. Hence the Town Council of
Douglas appointed a deputation (fortunate fellows !) with
"instructions" to visit Continental towns for the purpose of
inspecting various descriptions and methods of tramway trac-
tion. The deputation, so we learn from a local paper, before
returning from the Continent decided by a unanimous resolu-
tion not to make any communication to the representatives of
the Press with regard to the conclusions at which they had
individually or collectively arrived as regards the objects of
their mission. Then follows a description of the visit, vid
London, to the Continent. London was reached at 8.30 p.m.,
and we read : — " Some two hours were subsequently occupied
in inspecting the electric lighting installation which has
recently come into operation under the St. James's Vestry in
Regent Street, Piccadilly, Pall Mall, and the immediate neigh-
bourhood." Oh, Paris was also reached in the evening : —
" Fully three hours were occupied in closely inspecting the
installations of electric light and incandescent gas which are
identified with Paris. The places visited included the Champs
Elysees and Place de la Concorde, about which so much has
been said by the Gas World in commenting upon the visit of
the Corporation of Leicester."
After wandering through Germany they reached Brussels,
and spent a quiet sabbath in inspecting Waterloo and its
environs ; all received reverent and respectful observation, and
every man left the field proud that he belonged to the great
British nation, and could claim a personal interest in the field
of Waterloo. So on to Dover, thence to Bristol and Liverpool,
inspecting electric light plant all the way. " The members are
unanimous in stating that their journey was one involving a
considerable amount of hard work, and was by no means one of
pleasure. A very large portion of the time, either by day or by
night, was occupied in railway travelling in carriages which at
times were overheated to such an extent as to be very uncom-
fortable for the deputation. Other members sutfered from
colds, and even now for some little time some of them will be
unpleasantly reminded of the expedition from that particular
cause. One member, and he by no means the oldest of the
party, was desirous of giving the Town Clerk three months'
hard, labour because that gentleman gave the members no rest
day or night, but persistently kept them to the grindstone of
duty. They have travelled considerably over 3,000 miles ; they
have laboured very hard at high pressure rate ; they have seen
and inspected every description of traction in use ; they have
gleaned the opinions and collated the experience of the various
municipalities and authorities consulted on the subject ; and
they have come back with an abundance of material for the
guidance and consideration of the committee and the Council"
We shall await anxiously the result of this municipal trip ; in
the meantime we would ask, how much did it cost ?
^V^^^VM*^M***ri*^^*AA^^
THE USE OF PETROLEUM IN PRIME
MOVERS.
— » —
Tho3e who have so far watched the development of the auto-
motor industry without being in any way biassed in favour of
particular methods of obtaining power have, speaking generally,
arrived at the conclusion that the problem of heavy motor-car
propulsion, such as, for instance, that required in the Liverpool-
Manchester trade, will eventually be solved by some motor
using petroleum. For reasons which need not be enlarged upon,
steam is not always the most suitable agent for this purpose ;
were this not so, we may be sure that it would have been more
largely adopted than has been the case. It is quite true that
steam at present is preferable to petroleum for large powers ;
but we must recollect that four generations of engineers have
been working at steam, and so by this time it might be a
perfectly understood thing, whereas the use of petroleum in
motors is a matter of merely a few years ago, and to assume for
one moment that the fast-running unequal-turning-moment oil-
engines of to-day represent their highest point of development
is to confess one's self unaware of or unable to appreciate the
after all slow progress of engineering science. At present the
oil-engine, considered as a gas-engine, has a very high theoretical
efficiency. By efficiency we, of course, mean the ratio between
the difference of absolute temperatures and the tinal tempera-
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
319
ture. The steam-engine even in its most perfectly developed
state has a low efficiency, the figures being for oil-gas 70 per
cent., and steam 30 per cent On the other hand the actual
efficiency of an oil-gas engine is much less than that of an
ordinary steam-engine. Bearing in mind, however, experience
as well as theory have amply demonstrated that liquid hydro-
carbons, such as'petroleum, may be employed in prime motors as a
substitute for either coal or steam, or both, it will be seen
how very wide is the field for further improvements in
petroleum - motors. In fact, it is not too much to say
that in the course of another decade the present methods of
utilising the energy contained in petroleum will be more or
less obsolete. We have thus briefly glanced at some of the
elementary science of the matter in order to impress upon the
investing public the necessity of using caution in taking shares
in motor-car undertakings formed to purchase and work a type
of motor which in a few years may, in all probability, be super-
seded by others of an improved type. There are, of. course,
many excellent motors in the market for road traction purposes ;
but we must not forget that in reversibility, graduation of
speed, starting, stopping, &c, the best oil-motor is inferior to
the steam-motor. This need not deter the capitalist from
supporting a legitimate and promising industry in which the
possibilities are so great. Oil-motors are but yet in their
embryonic stage, and we think their development will be
similar to that of the dynamo which in less than a generation
has reached, practically, perfection. Those who are familiar
with the electrical industry will not forget how it was crippled
by unsound and injudicious financial methods. Vast sums were
paid for patent rights which, however valuable at first, quickly
lost that quality by the rapid march of improvement. Those
then that have invested money in patent rights in oil-motors
will be well advised in seeing that their directors set aside out
of earnings a proper sum for depreciation of patents ; how much
this should be it is, of course, not for us to say, nor indeed could
we give any useful opiuion ; but this much we may suggest, that
the proportion so set aside should be substantial, because it is
certain that owing to the large field of employment for a reason-
ably efficient petroleum-motor that will be as simple and as-
controllable as a steam-motor the want is bound to be supplied. '
Scientific inventors are everywhere busy in this direction, and
improvements are continually being made. At present owing
to their inferiority in many respects to steam-motors the
employment of oil-motors is somewhat restricted. In this
respect they stand on the same footing as the Otto gas-engine.
As is well known this motor has been for those firms that owned
the patent rights a most valuable property, and even now that
these rights have expired its manufacture is very profitable.
But there are certain things that no m >tor miug the Otto cycle
can do well, aud there are certain purposes for which pjtroleuni-
niotors are not well adapted such as, for instance, heavy road
traction and canal boat propulsion. As soon as the imper-
fections of the oil-motor for these purposes are removed there
will be an unlimited field for its employment.
■IWWM<l«««A*««WV\A<*"
THE POLICE AND THE MOTOR-CARS.
It is only to be expected that many people will find themselves
in the Police Courts for running their motor-cars at high or
excessive speeds contrary to the laws made and provided. Lots
of giddy youths think furious driving to the danger of the
public a most exhilarating pastime, but an ever-watchful police
usually manages to restrain such persons before much damage is
done, and magistrates, as a body, manifest no undue leniency to
the perpetrators of the always stupid, and frequently dangerous,
practice of furious driving. What, however, is really " furious
driving" in the case of a horse and trap, may be a perfectly safe
speed in the case of a motor-car, even allowing that the speed is
the same in both cases, because once a horse gets up a speed of,
say, 12 miles an hour, his natural excitement makes it extremely
difficult to check his career ; with an automotor the case is
widely different— the source of power can be at once shut off
and the brakes applied with the result of bringing up the
vehicle" all standing," as a sailor would say. Indeed, to apply
the adjective "furious" to any mechanically-produced speed
is simply absurd. Who ever heard of the " furious " speed of a
torpedo-boat, or who ever speaks of the " furious " speed of an
express locomotive 1 Yet an animal can indeed be very furious.
Leaving this point, we would as strongly deprecate as we can
the employment of anything like excessive or even very fast
speed by the users of motor vehicles, and we are sure that all
those interested in the new lo:omotive share our opinion and
would co-operate with local authority in putting down anything
in the nature of "scorching," which has created not a little
prejudice iu the case of cycles. Between seeing that drivers
go at a moderate speed and exercising an undue discrimination
against them merely to gratify prejudice or dislike to the new
locomotion there is all the difference in the world, and we are
not at all sure that this prejudice does not operate in more than
one provincial town to the detriment of those who are engaged
in running motor vehicles. In most county towns the local
magistracy and the local police are not distinguished for liberal
views of any kind, and both frequently exercise an intolerance
which often comes near illegality in matters upon which they
entertain views the result of usually ignorant prejudice. We
are led to make these remarks in consequence of some
prosecutions against the users of motor-cars which have recently
been conducted in Coventry, Dublin, and Warwick. It is
unnecessary to state that the charges were for furious driving
and not obeying a policeman, and so forth. Iu the Coventry
and Warwick cases Mr. Charles Turrell, described as the
Secretary of the British Motor Syndicate, was the defendant.
In the first place, it is in the last degree improbable that
any responsible person who is so interested in the motor-car
1 industry as Mr. Turrell would so far encourage the prejudices
of the ignorant as to break the law, and we do not for a moment
believe that he did, or if he did, it was an offence which might
, well have been met by a caution. The majesty of the law in
the case at Coventry is reflected iu the person of a gentleman
who occupies the lofty position of being the Deputy-Clerk to
the Warwickshire County Council. This person was, it seems,
driving a restive horse in the streets, and seeing a motor-car
! approach held up his hand as a signal for the driver of the latter
| to stop. The driver in question, Mr. Turrell, probably seeing
< no cause for alarm, did not, we regret to say, appreciate at its
1 proper value a minatory hand held up by a " deputy -clerk," and
continued ou bis way. With the assistance of the local and
energetic police, who naturally entertain proper feelings of
respect for deputy-clerks, beadles, magistrates, and other law-
fully-constituted authorities, a charge was laid, and it appears
that not only had the law-breaker committed three distinct
offences, but he had, we regret again to say so, been rude to
the "deputy-clerk " in question. It was evident from the pro-
ceedings that all this was very seriously regarded, and a
substantial fine was inflicted. Mr. Turrell" had, however, hurt
the feelings of the local Bumbles, and so the next time he
appeared on a motor-car he was naturally guilty of something
very wrong. In this case, too, he did not obey a policeman,
and was driving " furiously." As his counsel contended, it was
evident that the police were making a dead set against motor-
cars, and the Warwick magistrates, finding that the defendant
was not in charge of the car, had to dismiss the case. In the
Dublin prosecution an employ6 of the Pennington Motor Com-
jiany was charged with driving at a greater rate of speed than
six miles per hour. This was proved in the wholly crude and
unscientific manner of accepting a policeman's word to the effect
that he had paced the distance, and this policeman gave the
• speed as being in one case 18 and in another 20 miles an hour.
If this evidence is reliable of course the offence was serious,
but we doubt it. Apart from its inherent improbability, very
few people can estimate speed approximately, and pacing is
a distinctly improper and unreliable method of estimating
distances unless done by a trained walker. In such cases as
these no pains should be spared to get at the facts, and while
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Mat, 1807.
we feel sure that no responsible person will gi re cause of offence
we feel equally certain that in many country towns the local
authorities will for some time yet be not indisposed to regard
with a prejudiced eye the proceedings of those who drive motor
vehicles. Perhaps a Motor-Car Defence Association and a few
appeals to the High Courts, the collecting of exact evidence, &c,
will have the effect of making provincial magistrates, "deputy-
clerks," and local police be careful in their treatment of auto-
motor drivers.
W«S«S«A(U%S^WWW**%SV«iSS*>
A PARK PHAETON MOTOR.
i
We are indebted to our contemporary, the Coach Buildertf,
Hameu MakerJ, and SadMeri Art Journal for the accompanying
illustration and description of a park phaeton motor. Although
somewhat outrt in appearance to English ideas, we should
explaiu that this phaeton is designed for Oriental use, and those
familiar with India will recognise that the design is quite in
the old-fashioned ornamented swaged centres prevalent 35 years
ago.
" The motor case would have to be made the sizes to suit
motor, but detached from the body, with the exception of the
bottom stay fixing ; the side fixing of the case would take the
solid inside flap of the pump handle, in this way the motor case
would lend relief to the body as a fixture, and could be let down
as near to the axle top as convenient or the axle could be cranked
to still further help its necessary aud harmonious fixing."
THE WEDDING MOTOR-CAR.
»
Ok Tuesday, April 20th, a wedding, which excited much
interest, was solemnised at St. Augustine's Roman Catholic
Church, Solihull. The contracting parties were Mr. Albert
Edward Day, eldest son of Mr. Edward Day, of Radnor Road,
Handsworth, and Miss Irma L'Hollier, daughter of Mr. Leon
L'Hollier, of Robin Hood House, Hall Green. The ceremony,
accordance with Eistern ideas and requirements. No doubt
when built the frame will be of a more substantial nature than
the lines given in the sketch. Says our contemporary : —
" The body is hung low and poised at such an angle of inclina-
tion as cannot fail to give the greatest comfort in sitting room to
ladies, together with a reclination harmonising with a polished
and cultivated deportment. The dash is of the broad old-
fashioned style peculiar to this kind of carriage, and which gives
an important and aristocratic air to the vehicle ; the dash is
fitted with bottom foot wings projecting down the front of the
body for about a foot, thus protecting the body from the mud
coining from the front wheels; this is not only a necessity but
also improves the general appearance of the carriage ; those
little details have a wonderful effect in the aggregate, whether
on a motor or horse-drawn carriage.
"The front under-carriage is fitted up to work with coiu-
jjensating gearing, therefore requires no transom wheel plate
nor perch bolt, the front part being fitted solidly to the springs,
the axles being pivot-jointed as heretofore explained. .
" The canopy should be at such a height as to give at least the
clearance of a Landau or Victoria head in the sittiug room, it is
an accessory that should receive careful attention as to propor-
tion in every way, so as not to look top heavy, nor to have the
appearance of being an after-thought ; the front support stays
are curved to harmonise with the design of the carriage, with
which was attended by a large number of people, oni party
coming in a motor-car, was conducted by the Very Rev. Canon
McCave. At the conclusion of the ceremony the wedding
party adjourned to the house of the bride's father, where
motor-cars were employed in the diversion of the company.
We may add that Mr. E. Day is assistant manager of the
Anglo- French Motor-Carriage Company (Limited); while Miss
Irma L'Hollier, the bride, is the daughter of Mr. Leon L'Hollier,
one of the pioneers of the autocar industry in England.
Amono those recently elected as members to the Automobile
Club of France we notice the names of Baron Henri de
Rothschild, of Paris ; Mr. P. Peacock, of London ; M. le Baron
de Leyssac, director of the International Bank ; M. Siegfiied
Singer ; M. P. Deschamps ; M. G. Renard ; and M. G. Dupont.
Iu fact, it is not too much to say that many of the leading men
in science and industry are members of this prosperous club.
A 52-page diary, printed on excellent paper, is one of the
features of Tue Automotor and Horseless Vehicle Diary
and Pocket-Book for 1897, which contains over 100 pages of
information. Price Grf. ; post free, "d., of Messrs. F. King and
Co., <>2, St. Martin's Lane, London, W.C.
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CONTINENTAL NOTES.
Electrical storage batteries for propelling tramcars do not
find much favour with us, and just now all the rage is for over-
head wires and trolleys. Before municipal guardians of the
public purse go in for the latter, or even the conduit system,
we should advise them to study a report recently published
by the directors of the Hanover Tramway, in which they narrate
their experiences with accumulators as the source of power for
their cars. In Hanover both overhead wires and accumulators
have been used for a considerable time, so that the managers
are in a position to institute a reliable comparison. Taking
everything into account, they pronounce in favour of the storage
cell. The cost of maintenance has been determined with the
utmost exactitude for the year 1896, and the average comes out
at 40 marks per wagon per month, equivalent to 75 groschen
per kilometre. The estimate includes the cost of renewing the
plates. Having regard to the expense involved in the main-
tenance of the overhead line and its accessories, as well as to
other circumstances, the managers arrived at the conclusion
that the additional cost of accumulators does not exceed one
groschen, or one-tenth of a penny, per mile. Consequently it
has been decided that the entire system shall, as soon as the
requisite arrangements can be made, be driven by secondary
batteries.
a disposition to put their own interpretation upon the law, so
do the French " Dogberry's." Human nature, or rather police
nature, is evidently much the same everywhere. - -
French railway companies are not quite so conservative as
ours ; thus Le Chemin de Fer du Nord has lately purchased a
Panhard and Levassor. motor quadricycle fitted with a four
horse-power Phoenix motor.
Wk understand that a Motor-Car Company is in course of
formation at Amsterdam. Mr. W. Smith, Assoc. M.I.C.E., is
the consulting engineer ; his address is 8, Doclenstratt,
Amsterdam. He will be glad to hear from manufacturers of
motors, &c.
♦
The Serpollet motor-car employed in connection with the
postal service on the Northern Railway (France) gives great
satisfaction to the authorities.
La Locomotion Automobile for April 29th contains a most
interesting and instructive article by M. E. Hospital ier upon
the influence of plain and pneumatic tyres on the co-emcient of
traction.
•
The Conseil Qeuerales of Calvados and La Mouche are not
unlike many of our own bucolic provincial bodies. They are
interested in maintaining the breed of horses, and hate the
automotor with a fervent and sincere hatred. We learn from
Le Sports that these two bodies have expressed a wish or voted
that a tax should be placed upon automotors, and the proceeds
devoted to horse-breeding. Our contemporary devotes con-
siderable space to discussing this insane project, which it calls
" autombilophobic " (good word that). So say we. We do not
know how they manage these things in France, but here, in
spite of all the power of local authorities, such a proposal could
not be carried out unless with the sanction of the Imperial
Parliament. Still, the good people of La Mouche are quite
right to preserve the horse while he is yet to be found. In
another century he will be a curiosity seen only in local Zoos
and museums.
According to our contemporary La Locomotion Automobile,
French provincial authorities are, in many instances, just as
narrow-minded and as prejudiced as our own in their treatment
of the motor-car. Great as our own magistrates, "deputy
clerks," policemen, and other governors of the earth manifest
Ik La Locomotion Automobile for May 6th is an illustration
and description of the " Avant Train " Motor and the
" Attelage Motor. As their names imply, the former is a
motor placed under the fore part of a vehicle and driving the
front wheels, while in the latter case the motor is suspended
or carried by the transverse axis of two wheels, and thus forms
an independent autocar. In its latter form it can be attached
to any vehicle, and replaces the horses. For many purposes
this system of M. Amiot would have advantages, but we do
not think it is likely to be largely taken up by motor-carters
in general, as in both cases the motor is much exposed to
damage from collision, and the arrangement is, moreover, any-
thing but satisfactory from the aesthetic point of view.
The motor-car parade that had been arranged to take place in
Paiis under the auspices of the Automobile Club was hardly the
success that had been expected owing to the rainy weather. Out
of 80 entries only about 30 turned up. The cars were gaily
decked out with flowers ; those of Baron de Zuylen, M. Arch-
deacon, M. Peneau, and M. Trouette being much admired. After
lunch at the Club's villa the cars returned to town, but their
flowery embellishments were somewhat marred by the bad
weather.
L' Industrie Velocipiderne does not entertain a very high opinion
of the much talked of Brambel motor. After describing it verv
fully, our contemporary, whom we render freely, says Brambel's
principal invention is his new system for preventing the steam
from escaping upon the sides of the piston. This is accomplished
by having concentric grooves both on the rotating piston aud
upon each side of the casing. The oil is forced into these
grooves by centrifugal force, thus forming an hermetical
packing. It is upon this point alone that the Brambel motor
presents any patentable novelty and not upon its general
working, which is not after all anything more than a fortunate
application of well-understood principles.
As the result of a meeting of engineers a technical Associa-
tion for the Study of Automobilism, or as we prefer to call it
motor-traction, has been formed at Lyons. M. Victor Cambon
is director of works, &c.
1 ■
In his work, " La Traction Electrique," M. Paul Dupy describes
some very interesting experiments upon canal propulsion that
have been carried out on the Burgogue Canal by the Society for
Electric Traction on Canals. It seems that a dyuamo driven by
a turbine fed by the canal supplies current 1o an air conductor,
from which it is led by suitable means to the armature of what
is really an electro-locomotive, but which has but three wheels,
and would be termed an electric tricycle. The experiments
have been very satisfactory, and have demonstrated that with
an expenditure of energy at the rate of 1 kilo, watt hour ]>er
100 tons, a speed of 2i kilometres is obtained.
The President of the French Republic has promised a prize
for the Automobile Race from Paris to Dieppe, while the Council
of Seine Inferieure has voted 300 francs as a prize. It is very
satisfactory to observe the support which the enlightened French
.superior authorities accord to the automotor industry.
For reprint of the "Locomotives on Highways Act, 1896,"
see The Automotor and Horseless Vehicle Diarv and
Pocket-Book for 1897, which contains over 100 pages of infor-
mation. Price Qd. ; post free, Id., of Messre. F. King and Co.,
62, St. Martin's Lane, London, W.( '.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[May, 1897.
Self- Propelled
Traffic Association.
{Incorporated by Special Licence of ike Board o/2'fade, under the
Companies Acts, 1862 to 1890.)
jlrtsibmi.
BIB DAVID SALOMONS, Bait.
9itt-;Umibcni*.
BIB FBEDEBICK BBAHWELL, Bart. JOHN PHILIPSON, Esq., J.P.
ALEXANDER SIEMENS, Esq.
Central Sonnet!.
Marquess of Abergavenny, K.G.
Rt. Hon. G. J. Shaw-Lekevre.
Sir Albert K. Rollitt, D.C.L., LL.D., M.P.
Sir Henry Trueman Wood (Secretary Society of Arts).
Prof. Vernon C. Boys, F.R.S.
I. W. Maclure, Esq., M.P.
\V. Worby Beaumont, Esq., M. Inst. C.E.
William Cross, Esq, M. Inst. C.E. (Newcastle-on-Tyne).
J.. Irving Courtenay, Esq.
Walter Hancock, Esq., M. Inst. E.E.
J. T. Hopwood, Esq.
G. J. Jacobs, Esq., F.R.A.S.
John H. Knight, Esq. (Farnham).
H. D. Marshall, E.sq. (Gainsborough).
J. A. McNaught, Esq. (Worcester).
Boverton Redwood, Esq. (London).
George Stephenson, Esq. (Newcastle-on-Tyne).
Alfred R. Sennett, Esq., A.M.I.C.E., M.I.M.E.
E. R. Shipton, Esq. (Secretary Cyclists' Touring Club).
LIVERPOOL AND DISTRICT CENTRE.
President— The Right Hon. The Earl of Derby, G.C.B.
Vice- Presidents— -H. Percy Boulnois, Esq., M. Inst. C.E. ; Alfrsd
Holt, Esq., M. Inst. C.E, and Alfred L. Jones, Esq., J P.
Members of Council— Maunsell C. Bannister, Esq., Assoc. M.
Inst. C.E. ; John A. Brodie, Esq., Wh. Sc, Assoc. M. Inst.
C.E., M. Inst. Mech. E, ; Everard K. Calthrop, Esq. ; S. B.
Cottrell, Esq., M. Inst C.E., M. Inst. Mech. E. ; George
H. Cox, Esq. ; A. Bromley Holmes, Esq.,M. Inst. C.E. j
A. G. Lyster, Esq., M. Inst. C.E. ; Arthur Musker, Esq. ;
G. Frbdk. Ra.n.some, Esq. ; Henry H. West, Esq., M. Inst.
C.E., M. Inst. N.A. ; John Wilson, Esq. ; John T. Wood,
Esq., M. Inst. C.E.
Hen. Solicitor — Lawrence Jone?, Esq.
Hon. Ucal Secretary— E. SHRAPNELL SMITH, Esq., The Royal
Institution, Colquitt Street, Liverpool.
GLASOOW AND WEST OF SCOTLAND CENTRE.
Hon. Local Secretaries—Messrs. MITCHELL & SMITH, C.A., 59,
St. Vincent Street, Glasgow.
Solicitor*.
Messrs, LUMLEY & LUMLEY, 37, Conduit Street, London, W.
UrcrthUB.
ANDW. W. BARB, 30, Moprgatu Street, London, B.C.
Some of the objects for which the Association Is established are :—
To originate and promote improvement in the Law from time to
time directly or indirectly affecting self-propelled vehicular and
locomotive road traffic, and to support or oppose alterations in
such Law, and for the purposes aforesaid to take such steps and
proceedings as the Association may deem expedient.
To popularise and a-sist the development of self-propelled
vehicular and locomotive roid traffic, and for this purpose to
take such steps and proceedings as the Association may deem
expedient.
To take or defend any proceedings on behalf or against the
Association or its members, which in the interests of the
Association or the members thereof may seem to the Association
expedient to take or defend. Provided that no such proceedings
shall be taken or defended on the part of the members of the
Association except in the bona fide furtherance of some object of
the Association of a public or quasi public nature.
To promote the scientific knowledge of the construction and
propelling of all kinds of self-propelled vehicles or locomotive?,
by means of competitions, exhibitions, by giving of pr zes, or in
such manner and on such conditions as may be found desirable.
Subscription £1 Is. per annum.
President Sir David Salomons, Bart.
Secretary . . . . . . Andhbw W. Babr, Esq.
President of the Liverpool Centre The Eakl of Derby, G.C.B.
Hon. Local Secretary . . . . E. Srbapnbll Smith, Esq.
Semi-Official Journal of Mel The Actomotob andHobse-
Aesociation . . . . . . J less Vehiclb JoCBNAL.
SELF-PROPELLED TRAFFIC ASSOCIATION.
LIVERPOOL AND DISTRICT CENTRE.
The Annual Meeting of the Self -Propelled Traffic Association
(Liverpool and District Centre), was held on Tuesday evening,
at the Royal Institution, Colquitt Street. Mr. Alfred Holt
presided.
Letters of apology were read from Messrs. P. C. Danson,
A. L. Jones, and A. G. Lyster.
The Chairman, in opening the proceedings, said that for some
time past the question of self-propelled traffic had attracted a
great deal of attention, and there were many people interested
in the conveyance of goods who seemed to see salvation from
the rather onerous railway rates in the advent of self-propelled
vehicles. He earnestly hoped that that salvation would be
obtained, and that the Association might have its fair share of
the honour and glory. The Association was yet young, but they
had already had many interesting papers, and had learned a
good deal that would be valuable in many respects.
The first session's report, 1896-7, was then presented by
Mr. E. Shrapnell Smith, the Honorary Secretary. After
pointing out that the objects of the Association were par-
ticularly for " the scientific investigation of self-propelled
vehicular and locomotive road traffic," it states that the accounts
to April 30tb, 1897, have been duly audited by the London
Secretary, Mr. Andrew W. Barr, and that under the auspices
of the Association, Mr. W. Worby Beaumont, M. Inst. C.E.,
M. Inst. Mech. E., gave an address to the members of the
Liverpool Incorporated Chamber of Commerce, upon the subject
of " Motor Vehicles for Heavy Traffic," on September 9th, 1896
The session was opened on October 2(5th, 1896, by Sir David
Salomons, Bart, President of the Association, who was enter-
tained at luncheon at the Exchange Station Hotel by Mr.
Alfred L. Joi.es (Vice-President), who also invited the members
of the Council and a number of leading citizens to meet him.
In the evening Sir David Salomons delivered an inaugural
address entitled, " Self- Propelled Traffic," in the course of which
the position of affairs up to that date was reviewed. After
glancing at the legal restrictions, shortly to be removed, the
question of patent rights was dealt with, and it was pointed out
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323
that_ so-called "master" patents which some persons were
patting forward in connection with .motor vehicles had no
existence in point of fact.
"Various incidents of the Paris-Marseilles road race were
referred to at some length, and it was claimed for steam that it
would prove the most convenient and serviceable power.
In conclusion, the numerous important uses to which self-
propelled vehicles might soon be put were briefly considered.
The President, the Right Honourable the Earl of Derby,
6.C.B., was unexpectedly but unavoidably prevented from
presiding, and his place was taken by Mr. Alfred L. Jones, one
of the Vice-Presidents.
Subsequent meetings were held, at which papers were read
and discussions were conducted upon the several subjects
enumerated in the following summary : —
1896.
December 1st. -Prof. H. S. Hele-Shaw, M. Inst. C.E., M.
Inst. Mech. E— "The Pneumatic Tyre." (With experi-
ments and lantern illustrations.)
December 16th.— Mr. William B. Cook, C.E., and Mr.
Frederick Willoughby, M.A. (Joint Authors).— "A new
method of utilising canals for traffic — with special
reference to the canals of Lancashire and Yorkshire."
1897.
January 5th.— Mr. Geo. F. Thompson. — " The Motor Wagon
Scientifically Considered."
January 19th.— Mr. W. Worby Beaumont, M. Inst. C.E.,
M. Inst. Mech. E. — "Mechanical Haulage on Common
Roads."
February 16th.— Mr. Rhys Jenkins, M. Inst. Mech. E.—
"Compressed Air as a Motive Force for Road Vehicles."
Unfortunately, through unforeseen circumstances arising from
Various causes, four papers which were intended to have been
read were unavoidably cancelled or postponed.
The Inaugural Address was specially printed and issued in
pamphlet form, and the proceedings of the Centre have been
fully reported in The Automotor and Horseless Vehicle
Journal.
The_ Honorary Secretary is taking steps to form a library
comprising books and journals of both historic and contemporary
interest, and the assistance of the members is requested in this
direction.
Prize Scheme.
Mr. Alfred L. Jones (Vice-President) very generously offered
to place £1,000 in the hands of the Association for the purpose
of promoting a competition between motor-wagons capable of
carrying heavy goods. A sub-committee of the Council was
appointed to deal with this matter, and after considerable
deliberation it has recommended that the premium be not
offered at present.
Exhibition.
It is in contemplation to organise an Exhibition of Motor
Vehicles, to be held some time in the spring of 1898, by which
time there is reasonable ground to expect that makers of both
light and heavy types will be in a position to take part. When
the arrangements are concluded, particulars will be duly
announced to the members.
The Council desires to place on record their high appreciation
of the zealous services of Mr. Sbrapuell Smith, the Honorary
Secretary of the Centre, who then exhibited a number of slides
on the screen, tracing the development of the motor-car up to
the present time.
Mechanical Haulage between Liverpool and
Manchester.
MMAMAAMAAMVMM
We understand that Messrs. Elder, Dempster, and Co. received
several tenders in response to their advertisement which
appeared in The Aotomotor and Horseless Vehicle Journal
for February, and desired the assistance of the special
Sub-Committee of the Self-Propelled Traffic Association in
considering these offers. Several contractors were willing to
undertake the haulage at a rate approximating to 2d. per ton-
mile, and to start within a month of receiving the order, but
owing to the fact that all the schemes submitted were limited
by conditions that were regarded as too onerous, it was not
thought that any one of them could be advantageously accepted.
^^^^^^^^^0*^j^*n0*0um
REVIEWS OF BOOKS.
All interested in autoniotors should join the Self-Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.C.— (Advt.)
" The Law Relating to Motor-Cars." Bv H. Lanoford Lewis
and W. Haldanb Porter. (Loudon : Butterworth and
Co., 1896.) Price 3*.
In the small space of 60 odd pages the authors have suc-
ceeded in compressing the by no means unextensive literature
relating to locomotives on highways and exceedingly well have
they performed their task. Such a small and handy volume
will stow conveniently in a bag or under a seat, and is at once
available in the event of meeting with, as sometimes
happens in provincial towns, a too zealous policeman, magis-
trate's clerk, or other high officer of state, who not infrequently
does not know all about it
After a brief survey of the law up to the passing of the Loco-
motives on Highways Act of last year, the latter measure is
discussed and explained in language which while sufficiently
legal is yet easily understood by the layman. Thus we learn
that cycles fitted with auxiliary motors are " Light Locomo-
tives " within the Act, and any vehicle drawn by a light loco-
motive is - referred to also as a light locomotive. A light
locomotive is also a " carriage " within the meaning of any Act
of Parliament. Indeed, a motor-car is abundantly cared for by
the law, but as usual there are those lacuna in the various
Acts which will no doubt give plenty of scope for judicial
interpretation. Thus a local authority may mean anything
from a parish council to a grand jury, but in London we learn
with surprise on the authority of the authors that it is doubtful
if it includes the London County Council, which we also learn
has no direct control over the streets of the metropolis except
the Thames Embankment.
As we know, any breach of the bye-laws and regulations
made under the Act may be punished by a fine of £10, but if
the peccant motorer thinks that this fine settles the case he is
woefully mistaken. Our authors blandly state that " this is, of
course, in addition to any penalty incurred under any other
Acts." A light locomotive is of course subject to a tax not only
because it it a light locomotive but also because it is a carriage
or it may be a hackney carriage ; but here comes in the glorioun
inequality of the law— no duty is charged or payable upon light
locomotives in Ireland. Naturally the law is not the same for
England, Ireland, and Scotland, but this is one of those things
that one requires to have expei ience of in order to appreciate.
Our authors carefully explain the points of divergence. The
Regulations of the Local Government Board are next discussed,
and we should strongly advise all in charge of motor-cars
to make themselves conversant with the rules, because these
regulations really are to motor-cars what the rule of the road
at sea is to ships. It may not be generally remembered that if
the name, &c, of the owner of a motor-car is not painted on the
right side of the machine in large legible letters not less than
one inch high, any person may demand the name and address
and the person in charge must truly state them. The Regula-
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tffl AUToMofOlt Atfl> ffOMStitESS Ve&iclS Joi/MaI.
t May, 186?.
tiorts as to Petroleum are dealt with, followed by a copious
appendix and index. Altogether a most useful handbook.
"Motor-Cars or Power Carriages for Common Roads." By
A. J. Wallis-Tatler, C.E. (London : Crosby Loekwood
and Sou, 1897.)
This work will no doubt appeal to that large class of readers
who like popular and condensed accounts of machinery, but to
those who may take it up with an idea that it, being written by
a professional man, is a technical description of automotors will,
we fear,. be disappointed. The early history and development
of road traction has not been better done by anyone than
Mr. Worby Beaumont, and that so recently that we confess we
see very little good in a work of the present description unless
it contains original and fresh matter. Mr. Wallis-Tayler doe*
not, however, profess " to devote any special attention to the
design pure and simple of the vehicles," but contents himself
with describing what has been accomplished ; neither does he
do " more than touch upon the theoretical side of the subject,"
but refers the seeker after knowledge to " the many able
treatises that have been written upon the sciences of thermo-
dynamics, chemistry, and electricity," not to mention that of
the " mechanical questions which would especially apply to the
several sources of energy in use." Commencing with n useful
report of trials of motors made in Chicago, from which we learn
that although the various motor-cars approximate in weight to
a horse, yet their individual pulls were very much less than that
of an average horse, we are next given an account of Hele-Shaw's
experiments in tyres. Then follows a historical sketch of early
steam road-carriages. The third chapter treats of recent examples
of steam road- carriages, and among those, described and illus-
trated are the Serpollet, Le Blout, De Dion's, Thoruyeroft's, &c.
As most of these types have been dealt with in the columns
of The Automotor and Horseless Vehicle Journal and
are pretty well known, it is sufficient to" say that Mr. Wallis-
Tayler does not add to our stock of knowledge, although we have
been looking out for reliable extended consumption tests of these
motors. Passing in the next chapter to internal combustion-
engine carriages, all the better known types are described fairly
well, and little exception can be taken until we come to the
Pennington motor. So much has been said and written about
this and so much needless mystery ha§ gathered round it that
we are sorry not to find here a, at any rate, sufficiently full
explanation of its action. The account of the motor is merely a
patent specification transcribed, in which such legal, useful, but
hardly, trom a literary standpoint, graceful embellishments as
" said," " aforesaid," " thereof," and " or other suitable material "
occur. Mr. Wallis-Tayler is discreetly silent upon the modus
operandi of the machine. He quotes, however, from an
American paper which gives a really poetical account of the
Kane-Pennington gasoline-engine, which considerations of space
alone forbid our reproducing. Enough to say that the mystery
of the Pennington motor is not solved, but the American
authority quoted says : "It is in the igniter and in the double
spark, or rather in the effect of the first spark apparently that
the efficiency of the Pennington motor lies." This is vague
enough, and it does not explain " the one great mystery " — the
coolness of the naked cylinders ; Mr. Wallis-Tayler is pro-
wkingly silent on the subject. There is a good description of
the Roots motor and of some others, but little that is fresh. To
the reader of light literature the book is useful enough, but we
honestly cannot recommend it to the student or engineer. The
illustrations, too, leave much to be desired ; they are too small to
be useful, aud in some cases have a suspicious look of having
formed part of patent specifications.
Results of all the Speed Trials hitherto held can be ascertained
in full from the pages of The Automotor and Horseless
Vehicle Diary- and Pockkt-Book for 1897, which contains over
100 pages of information. Price fid. ; post flee, ~J., of Messi-s.
V. King and Co., 02, St. Martin's Lane, W.C.
CORRESPONDENCE.
•#* We do not hold ourselves responsible for opinions expressed by-
our Correspondents.
•#* The name and address of tht writer (not necessarily for publica-
tion) must in all cises accompany letters intended for insertion
or containing queries.
A MOTOR-CAR RUN OF 300 MILES.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Dear Sir,— I beg to corroborate your footnote on page 284
of your last issue to the effect that the Peugeot car which
performed the above run was and is my property, though
Mr. Wellington had the temporary use of same. — Yours truly,
C. S. Rolls.
STEERING GEAR.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — With reference to the illustrated description of Acker
niauu's steering gear in the last issue of The Automotor I
should like to point out that the idea of the divided axle is
much older than Ackermann's patent, and that as a matter of
fact it was put into practice, and with a horseless carriage too,
as far back as the year 1714.
In the '"Machines Approuvees par 1' Academic Roy ale des
Sciences," tome iii, are given descriptions of carriages propelled
by windmills brought before the Academy in the year 1714 by
M. Du Quet. The figure herewith is reproduced from one of
the drawings accompanying these descriptions. It will be seen
that the wheels, t, a; are mounted upon short axles, y, y, each
fixed in a vertical post, h, provided at top and bottom with
pivots which work on suitable liearings in the framework of the
carriage. Standing out from the posts at right angles to the
axles are arms to which are secured the ends of a rope wound
around a capstan, g, also carried in the carriage frame. ' The
action of the apparatus will be quite clear from the figure. —
Yours, &c, Rhys Jenkins.
«%MAMAAMM^MMMMMMM^
Bei Bezugnalime auf Inserate in diesem Blatte, bitte den
Namen " The Automotor and Horseless Vehicle Journal"
anzugeben.
The Automotor and Horseless Vehicle Journal Diart
contains over 100 pages of information. Price Gd. ; post free,
7'/., of Messrs. F. King and Co., 62, St. Martin's Lane, London,
W.C. See it for all the leading types of Motor-Carriages.
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TEE AUTOMOTdR AND HORSELESS VESICLE JOVRNAL.
325
THE LIGHTNING EXPRESS.
WW>MMMMMnMMA«Vt>«A>
We wish Mr. Behr every success in developing his " Lightning
Express Railway Carriage," but while we have no doubt that
speeds of 120 miles per hour are quite possible, we do not think ,
that such speeds will be reached for many years yet — not on i
account of any mechanical difficulties, but because of the '
economical conditions of the problem. Such a high speed would I
only be necessary over long distances, and this would mean
building and equipping new trunk lines of railway or adapting
the existing ones. The first alternative is practically out of the
question, aud the second is hardly likely to occur for many
years. Also, is there any demand for high speeds such as are
contemplated ? It is generally admitted that 90 miles per hour
is the limit of locomotives on railways when driven direct by '
steam. Higher speeds can be attained by electric locomotives,
as has been proved in France, and that system of electric
locomotion will be adopted
that enables existing stock,
rails, &c., to be used. We
know of at least one great
railway engineer who has
everything prepared for the
equipment of his line with
electric locomotives to de-
velop speeds of over 100
miles per hour, but his direc-
tors will not (naturally) move
till the public demand these
excessive speeds. Mr. Bebr's
system, as we understand it,
involves the use of a single
track built something like a
continuous lattice girder.
The cost of such a line would
be high, to begin with, while
the Board of Trade would
require such extensive
arrangements for signalling,
&c, that the expenses would
also be great. Lastly, as
regards the proposed idea to
build such a railway to carry
the goods traffic between
Liverpool and Manchester,
we are extremely sceptical,
because, owing to the great
cost of such a line, the freight
charges must be high, and
the bulk of the goods that go " Pabisian "
from Liverpool to Manchester
and vice versa, such as cotton, metal, meat, &c, would not bear
any increase in the freight, and unless Mr. Behr can show that
the freight will be less than it is, we fear his scheme would not
be entertained.
being the sole licensees for this type of vehicle as supplied
direct from the Parisian Manufactory, under whose auspices
it is claimed the cars have received medals at Paris, Brussels,
Berlin, &c, &c. The details of the machinery are perfectly
simple, and easily understood by anybody with the slightest
mechanical knowledge, and the simplicity of the working parte
recommends this type of vehicle to novices who are anxious to
become motor-car owners. A visit to the offices of the Com-
pany, which are at 363, Edgware Road, will ensure the fullest
details and a practical demonstration of the capabilities of
these cars.
THE INTERNATIONAL MOTOR-CAR CO.
Th« reproduction of the car which appears on this page is
a specimen of a new design of motor-car which is now being
supplied by the above Company. We have had an opportunity
of riding in one of these excellently -appointed vehicles, which,
under the guidance of the manager of the Company, answers
every description set forth in their catalogue. The steering is
exceptionally good ; when in motion there is practically no
vibration, and a speed of up to 10 or 12 miles an hour can
be easily obtained. Upon the occasion of our run the route
taken included several fairly steep gradients, which were
readily negotiated. The motor used is on the principle of the
well-known improved Benz system, the International Company
■W^MMMMMMM^^^^MMMM
THE BAZIN ROLLER BOAT.
We have not heard very much lately of the Bazin Roller Boat
over which many of our contemporaries poured out their vials of
f raise and commendation,
'or ourselves we prefer to
judge by facte and the teach-
ings of applied science, and
we doubt very much whether
M. Bazin's ideas are possible
of realisation, at any rate in
the way he is said to be
working. According to the
accounts which have appeared
in the papers he proposes to
propel a vessel 130 feet long
by 40 feet beam (depth not
stated) at such a speed that
the Atlantic voyage will be
shortened to a little more
than 90 hours, or a speed
of 33 knots will be reached.
In order to do this the hull
is supported not by the
water t>ut by six hollow
wheels of ungula section,
each wheel being 33 feet in
diameter, 12 feet thick at
centre, and floating at a
depth of 12 feet. There is
an engine of 750 (pre-
sumably) indicated horse-
power ; of this power three-
fourths or 560 indicated
horse-power will be devoted
to driving a propeller, dia-
Motoe-Cab. meter pitch and surface not
stated, and the remaining
fourth or 186 indicated horse-power will be utilised in rotating
these immense wheels.
Let us assume that there is no skin friction, the mill being
entirely out of water, then the only resistance to overcome
would be that due to the air. Whether it would be possible to
drive a body of the dimensions given at a speed of 30 knots
against an ordinary Atlantic gale with 560 indicated horse-
power is in itself a question that settles the whole thing. The
resistance due to calm air is usually expressed by R=-005 AV«,
where A=area in square feet of exposed surface and V speed
in knots. Taking the area of the surface of the Bazin at only
1,000 square feet aud the speed at 30 knots the resistance will
be 4,500 lbs., which will require at least 400 effective horse-power.
Of the 560 indicated horse-power not more than 60 per cent,
can be usefully employed in propulsion, so the power provided
is insufficient. Unfortunately skin friction cannot be neglected
because the area of the wet surface is very large. According
to the dimensions given it cannot be much less than 9,500 square
feet, and although these wheels revolve yet this does not
materially reduce the skin friction, and to think that 9,500
feet of wet surface can be forced over the water and through it
with the expenditure of say even 1,000 indicated horse-power
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THE AUTOMOTOR AND HOUSELESS VEHICLE JOURNAL.
[May, 1897.
is bo utterly opposed to the experience of our naval architects
that it is useless to pursue the matter further, but, as an
example, we may mention that to propel a well-formed vessel
with this amount of wet surface at 16 kuotn or just half the
estimated speed requires about 2,000 horse-power, or four times
nearly that stated by M. Baziu. We, therefore, conclude that
he will not obtain the results anticipated.
AMERICAN NOTES.
compressed-air MOTORS FOR TRAMCARS.
Tramcars operated by compressed air are now in regular service
on some of the cross-town lines in New York, and the elevated
railway authorities will. soon experiment with a compressed air
locomotive of the Hardie system on the Sixth Avenue Line. In
length, weight, and general appearance the new engine closely
resembles the steam locomotives now in service on the elevated
lines, but there is no smoke-stack, and the cylinders are in the
rear of the drivers instead of in front. But the most radical
departure from precedent does not show from the outside. A
number of tanks or flasks, which contain compressed air, are
substituted for the steam boiler. The former occupy the same
place and space as the latter, but are completely hidden by a
suitable sheet-iron covering. There are 36 of these flasks, which
are Mannesman tubes, each 15$ fi et long and 9 inches in
diameter. The steel of which1 they are composed is about
j\ inch thick. Although the highest pressure which they will
be called upon to withstand is 2,000 lbs. to the square inch, they
have all been tested up to twice that pressure without developing
a defect. Reducing valves will give a cylinder pressure of
150 lbs., which is the same as in the 3team locomotives. The
combined capacity of the 36 reservoirs is 200 cubic feet, but the
air contained therein when they are charged up to the limit will
expand, when freed again, to 1-36 times that volume ; and its
weight, entirely aside from the vessels which hold it, is estimated
at about one ton. The flasks are all in communication with
each other, so that the pressure decreases or increases uniformly
in them, precisely as if there was but one reservoir. The con-
nection between them is made 'by means of 12 pipes, each of
which has three branches. Each branch is securely attached to
the pointed front end of one of the flasks, and the main pipe
discharges into a hole in the side of an upright passage or
header. There are six holes on each side of the header. The
seventh hole, at the bottom, a fiords an outlet — through another
pipe, of course — to the cylinder. It is estimated that the engine
will develop rather more power than the steam engines now
hauling (rains on the elevated roads, because it has larger
Cylinders. Their diameter is 13A inches, and the length of
stroke is 20 inches, while the corresponding dimensions on the
old locomotives are 12 inches and 16 inches. Even under
unfavourable conditions of load and weather it is expected that
the new engine will take a five-car train up the Sixth Avenue
Road to Fifty-eighth Street and back again, a distance of
11 miles, with one charge of air. The storage capacity of the
tanks on the tramcars in One-hundred-and-twenty-fifth Street
is only about one-fourth that of the elevated-road motor ;
but each of those cars has not only its own reservoir, but its
own engine, under the floor, and is not hauled by a separate
machine. The tramcars run about 15 or 16 miles without
renewing their supply of air. The elevated railway motor will,
it is estimated, have fully 300 lbs. left on hand at" the end of a
round trip. In an emergency, however, the engine can run
a short distance with only 60 lbs. pressure. A re-heater is
provided. — The Engineer.
Important to Inventors.— Amendment to the
United States Patent Law.
Fob Formulas and Tables useful to all Makers and Users of
Automotors, see The Automotob and Horseless Vehicle
Diary and Pocket-Book for 1897, which contains over 100
pages of information. Price Gd. ; post free, Id., of Messrs. F.
King and Co., 62, St. Martin's Lane, London, W.C.
Act of March 3rd, 1897.
In our last issue we referred briefly to the amendments in the
United States Patent Law. Messrs. Herbert Haddan and Co.,
of 18, Buckingham Street, Strand, have now supplied us with
a digest of the new Bill, which was passed during the closing
hours of the Fifty-fourth Congress. The following are the
changes in the law made by this Act :—
Section 1. — Two vears' publication by patent or otherwise
prior to the application is a bar to a patent.
Section 2. — A defendant may plead such two years' publica-
tion as a defence against a patent.
Section 3. — The application on an invention patented abroad
must be filed within seven months of the earliest foreign appli-
cation ; the patent will then be granted for 17 years. If the
application is not filed within that time the patent, if grauted,
will be void.
Section 4. — Applications for patents must be completed
within one year (instead of two years as formerly), and response
must be made to any official action within one year (instead of
two years).
Section 5. — -Assignments, if acknowledged before a notary or
other proper official, are self-proving.
Section 6. — In actions for infringement there shall be no
recovery of profits or damages for more than six years before
commencing the action.
Section 7. — This Act shall take effect January 1st, 1898.
Sections 1, 2, 3, and 4 shall not apply to any patent previously
granted, nor to any application previously filed, nor to any
patent granted on such an application.
The Act, as passed, gives ample time to all parties whose
interests are affected to protect themselves by the exercise of
reasonable diligence. In every case in which au invention was
made public by the issue of a patent or other publication prior
to January 1st, 1896, it will be necessary to file the application
for patent in the United States before January 1st, 1898. In
every case in which an English or foreign patent shall have
been applied for before June 1st, 1897, the application for the
United States patent for the same invention must be filed
before this Act takes effect, or the right of patenting the
invention in the United States will be lost.
Every intending patentee should hasten to get his application
on file before the Act takes efteet, as thereby he will be able to
enjoy the advantage which the present law gives of securing, in
case he wishes it, a delay not exceeding two years for the
prosecution of his application after rejection. After the Act
takes effect this period will be reduced to one year, which in
many cases will give rise to inconvenience, and force an earlier
issue of the patent than might otherwise be desirable.
In the course of an able leading article on the above,
Engineering says :— '
" But the new United States law that is to come into opera-
tion on January lrt next provides, in effect, that no patent
shall be granted in that country for an invention first patented,
or caused to be patented, by the inventor or his legal represen-
tatives or assigns in a foreign country on an application filed
more than seven months prior to the filing of the application
for the United States patent.
" Comment is needless. But let every British inventor make
a note of the fact, and, whilst taking care not to unwittingly-
delay until too late his application in respect of any invention
he may desire to protect in the United States, let him also
exert all the influence he can command in the endeavour to
bring about a more just and equitable state of affairs as between
the two great countries."
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THE AUTO MOTOR AND HORSELESS VEHICLE JOURNAL.
327
Horseless Oabs in New York. — According to the Electrical
Review there are only seven or eight horseless hansom cabs in
New York City, and these are not located at cab stands, but are
kept in a stable ready to be brought out when ordered. While
it is true that the charges are the s.i..ie as for the hansom cabs
drawn by horses, it should be remembered that cab hire is so
expensive in New York as to make horseless cabs remunerative
at similar rates. The rate of cab hire is 60 cents per mile. It
is interesting to observe that although over six months have
elapsed since the coming into force of the Horseless Carriage
A ;t, motor-cars are rare in the London streets, and when let
loo.se are generally followed by a laughing and a gaping crowd.
One hardly expects a revolution <>f this sort to do its work in
six months, but those who believed the reports of some pro-
moters and inventors circulated last November expected some-
thing more than is to be seen to-day.
DOINGS OF PUBLIC COMPANIES.
An Amerioan Street Railway Manager on Street Cars. —
Mr. H M. Lit tell, the general manager of the Metropolitan
Street Railway Company of New York, and ex-president of the
American Street Railway Association, is in London on a holiday,
and has been interviewed by a representative of a looming
paper. Jn Mr. Litteli's opinion our system of street car running
is crude and primitive. He is astonished that in an old rich
city like this we have no better facilities for travelling between
the places of residence and the places of business. Why have
we no tramcars on the Strand ?
Continuing, Mr. Littell said : — " Of course, you will say that
traffic is so congested there that the thing is not to be thought
of. So said the merchants on Broadway. They bitterly opposed
our scheme for a cable railroad there ; said it would interfere
with their business, and made other frivolous objections. The
company carried their point — and their railroad. What was
the result ? The congested traffic was relieved to an amazing
extent, and the facilities for business, instead of being curtailed,
were . increased. To-day I do not believe there is a single
merchant who would not fight for the retention of the system,
were any misguided person to attack it.
" Here you have a great many blockades — blocks, don't you
call them? Three, four, and five 'buses are abreast, hansom
cabs till up the rest of the space, and the traffic is stopped for a
quarter of a mile back.
" I do not know your tramway people here, but if they are
of the same class as those in our country, they would be very
ready to lay tracks if permission were given. You English say-
that there are hansoms everywhere, aiid that the v cost next to
nothing. My experience is that they cost a good deal. Your
'buss.*, also, I regard as very expensive. Some 'bus fares I fiud
are id., hd., or even dd. Iu New York, by the use of transfer
tickets, you can ride half a day for 5 cents. The charge is
uniform — 5 cents, whatever the distance. Does it pay ( Of
course it does. It educates a man to the conveniences of ridiug.
He rides short distances as well as long. And he is not going
to waste half a day on a car for the fun of the thing.
" Now in our cars," he continued, " you ride in comfort, and
enjoy the view. What is the view from the inside of a Loudon
omnibus i Somebody's pills and somebody else's soap. In
New York you hire advertising 'buses for the day. Here the
American sees a 'bus rumbling towards him, and has not the
remotest notion whether it's a 'bus for Piccadilly Circus or a 'bus
for antibilious pills. The place for advertisements is the news-
paper.
" The electric car would not be nearly so dangerous on your
principal streets as your 'buses are. When the horses skid
there is a pretty fair momentum on a 'bus. And coming to the
worst, I would as soon be run over by a roadcar us a 'bus any
day. In neither case should I take much interest in street
traffic afterwards/'
Om De maatte reflectere oveustaaende Avertissement, behag
da ta novne "Tub Automotor and Horseless Vehicle
Journal."
Mr. Pennington has succeeded in getting together some very
good men for the directorate of the Motor and Cycle Company
of Ireland. It comprises the Right Hon. Joseph Meade, the
Right Hon. Thomas Dickson, Sir Howard Grubb, Mr. Malcolm
Inglis, and Mr. Pennington, who are respectively the Chairman
of the Hibernian Bank, the Chairman of the Boyne Weaving
Company, the Vice-President of the Royal Dublin Society
(a distinguished scientist aud a practical mechanician), and,
finally, the Vice-President of the Dublin Chamber of Commerce,
who is also chairman of an important trading concern. It is
stated in the prospectus that orders to the extent of over
£130,000 have already been received. The capital of the
Company is fixed at £250,000, iu shares of £1 each, in prefer-
ence and ordinary shares. A good feature is that the first
£60,000 and one-half of further subscriptions until £100,000
shall be provided shall be applied to building, equipment, and
working capital.
The Irish Motor and Cycle Company have now, we under-
stand, acquired a suitable site in Dublin for their works. The
meadow on the north side of the London Bridge RoaH, Sandy -
mount, adjoiuiug the Gas Compauy's Works, and bordered on
the other hand by the Dodder River, is the site chosen, which
comprises close on 30 acres, and the facilities for transport, both
by land and water, are exceptional. The offices of the Company
are in Leinster Street.
New Companies Registered.
[Under thin heading we give a full list of new Companies regis-
tered which take power to make, deal, or become interested in
any manner in automotor vehicles. We shall be pleased to
reply: with detailed particulars to inquiries through the
" Answers to Correspondents " column. All communications
should be addressed to the Editor. Tho only stipulation
which we make is that where the inquiry involves a search
of the records at Somerset House — as in the case of informa-
tion on the subject of the holdings of shareholders — a postal
order must be enclosed to cover the Government stump of one
shilling which is charged before a search is allowed to be made.]
Atkinson Brothers (Limited), Sheffield
Beeston Cycle Components Co. (Limited)
Birmingham Motor-Cycle Co. (Limited)
Birmingham Motor-Omnibus Co. (Limited)
British Carbide Manufacturing Co. (Limited)
Charles Coleman and Co. (Limited), 62, Goswell
Road, E.C
Cook's Sheffield Steel Cycle Co. (Limited)
Crossley Brothers (Limited), Manchester
Dover (Limited), Northampton
Electric Metal Working Syndicate (Limited), 61 and
62, Gracechurch Street, E.C
Ensign Cycle Co. (Limited), 100, Bristol Street,
Birmingham
G. B. Dunlop and Co. (Limited), Westgate Road,
Newcastle-on-Tvne
Hawk Cycle Co. (Limited), 16, Fletcher Gate, Notting-
ham .... .... ....
Hopkinson Patent Brazeless Cycle Frame Syndicate
(Limited), Broad Street House, E.C.
Intrepid Cycle and Engineering Co. (Limited), Vine
Street, Stafford
" Jewel " Pneumatic Tyre Co. (Limited), Corporation
Street, Birmingham
Leather Pneumatic Tyre Syndicate (Limited)™
Capital.
£
65,000
100,000
125,000
10,000
100,000
5,000
15,000
973,700
70,000
40,000
2,000
10,000
5,00 1
3,000
5,tJ00
65,000
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3 28
TBJZ AUTOMOTOR AND tiORSELESS VESICLE JOURNAL.
[Mat, 1897.
Maxim Cycle Co. (Limited)
Merton Cycle Co. (Limited), 32, High Street, Merton
New Aluminium Patents (Limited)
New Brotherton Tube Co. (Limited), Commercial Road,
Wolverhampton.. ..
New Reliance Tubes and Stampings Co. (Limited),
Weduestield
New Turner and Wadeley Cycle Co. (Limited)
Osmonds (Limited), Tower Works, Bagot Street, Bir-
mingham
Paul's Animatographe (Limited), 44, Hatton Garden,
London....
Progress Cycle Co. (Limited), Foleshill, Coventry ....
Regency Syndicate (Limited), 13f>, Regent Street, W.
Richard Garrett and Sons (Limited), Leiaton, Suffolk
Smith Brothers, Hanley (Limited), Hanley .... ' ....
Smiths of Saltley (Limited), Saltley Mills, Birmingham
Universal Weldless Steel Tubes Co. (Ehrhardt's Pro-
cess) (Limited)
Walter V. Scott and Co. (Limited)
Capital.
£
2,000
2,000
30,000
65,000
70,000
35,000
250,000
60,000
50,000
1,000
200,000
20,000
250,000
175,000
5,000
"IVEL" BALL BEARINGS.
One of the best designs of a hub fitted for ball bearings that we
have seen is that known as the " Ivel," manufactured Dy Mr. D.
Albone, at his cycle works, Biggleswade. The great feature of
Mr. Albone's design is its applicability to ordinary wood wheels,
the balls being enclosed in a box which is easily fitted to ordinary
wheels. So far as we can judge, this method of using ball
bearings has been very successful, both in its application to
ordinary private carriages and also to motor-cars. As will be
seen from the accompanying woodcut, the iron box is tapered
and fitted with a couple of feathers to keep it in place. It can
be fitted to wheels of all ordinary sizes.
**^*^^*^*^*^^*^*****i^WX*%*^WI
Petroleum as Fuel for Steam Boilers.- Those inventors who
may be thinking of using petroleum for heating steam boilers
may be glad of a few figures giving the result of an actual case.
The petroleum was ordinary burning oil, its calorific value
being 21,209 thermal units. It actually evaporated 1293 lbs.
of water per pound of oil, being at the rate of 15218 lbs. from
and at 212" Fahr. It will thus be seen that petroleum is not more
than about 50 per cent, better than coal, instead of being, as is
often stated, 2£ times better. It may often be a question
whether the use of oil as fuel is really desirable, especially in
those motor-cars used in districts where the supply is not
regular, or diHl cult to obtain.
Thb Adtomotor and Horseless Vehicle Journal Diary
contains over 100 pages of information. Price 6d. ; post free,
Id., of Messrs. F. King and Co., 62, St. Martin's Lane, London,
W.C. See it for the English and French equivalents of Weights,
Measures, and Distances.
'"All interested in automotors should join the Self-Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.C.— (Advt.)
NEW INVENTIONS.
Claiming particularly to apply directly or indirectly to Motor
Vehicles, !{c.
Compiled for " Thi Automotob and Horseless Vxhioxb Journal"
by Hibbkbt Haddan and Co., Registered Patent Agents, of
18, Buckingham Street, Strand, W.C, London.
*** -At the request of a number of subscribers vie are pleated
to announce that for the future we have arranged to more
thoroughly cover the field of completed Patents referring to
the Motor-Car Industry, by reproducing tfte latest Specifica-
tions and Diagrams.
*
Patents Applied For.
Abbreviations : Impts., Improvements in ; Relg., Relating to. .
1897.
April 1. 8,365. J. M. Hall. Impts. steering, starting, and
stopping mechanism.
„ 2. 8,466. E. Taylor. Motor-car, cycle, and other
frames.
„ 2. 8,471. P. Royer. Cooling water and condensing
steam in motor vehicles.
J. B. Davis. Fixing handle bars.
A. Whittall. Pneumatic tyres.
J. Gardner. Impts. cycles and motor*
cars.
C. Chapman. Impts. driving mechanism.
L. WEDOwooDandW.FREAKXEY. Improved
motor-car or steam carriage.
L. Redmond. Impts. cycles and motor-
ears.
J. M. Martin. Guiding and stopping
mechanism.
J. C. Grant. Impts. tubes for frames of
cycles, &c.
Thornton and Lea. Applying power to
motor-driven vehicles.
W. Deakin. Means for reducing vibra-
tion.
C. Godchon. Impts. relg. motor-cars.
J. P. Erie. Impts. motor vehicles.
R A. T. Gbeqory. Impts. convertible
cycles, motor-cars, &c.
H. E. Friese. Impts. mechanically-pro-
pelled vehicles.
E. B. Fenby. Impts. mechanism for motor
vehicles.
J. S. and T. B. Smith. An ti -friction
bearings.
E. Rossel. Impts. automotor road vehicles,
E. Taylor. Impts. in driving chains.
A. B. Blackburn. Impts. steering gear.
T. Klaus. Impts. motor or self-propelled
vehicles.*
E. R. Carroll. Impts. driving gear for
cycles, motor-cars, &c.
Martineau and Phillips. Impts. relg,
autocars, &c, and motors for same.
A. Laf argue. Impts. motor-car engines.
Ferranti and Atkinson. Impts. driving:
chains or bands.
Amiot and Peneau. Impts. relg. horseless
carriages.
Roots and V enables. Impts. oil motors.
R. McLachlan. Mechanism for trans-
mitting power.
17. 9,758. F. L Wilder. Impts. steering apparatus.
2.
3.
3.
8,474.
8,571.
8,517.
3.
6.
8,558.
8,613.
6.
8,697.
6.
8,732.
G.
8,805.
7.
8,819.
8.
8,948.
8.
8.
8,986.
9,002.
9.
9,043.
9.
9,067.
9.
9,075.
9.
9,100.
9.
13.
9,107.
9,385.
13.
13.
9,428.
9,463.
14.
9,475.
15.
9,613.
15.
15.
9,646.
9,667.
15.
9,706.
17.
17.
9,722.
9,739.
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Mat, 1897.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
329
April 21. 9,963.
„ 81. 9,985.
„ 22. 10,042.
„ 22. 10,043.
„ 22. 10,069.
„ 22. 10,080.
„ 22. 10,081.
„ 22. 10,124.
„ 23. 10,153.
„ 23. 10,177.
„ 27. 10,522.
„ 28. 10,567.
„ 28. 10,581.
A. H. L. Grivbl. Impts. internal com-
bustion engine* for motor vehicles, &c.
R. W. Smith. Gear cases for cycles and
motor-cars.
F. W. Katlkk. Impta. driving mechanism.
F. W. Lanchestkr. Impta. power pro-
pelled vehicles.
Coulthard and Michel. Impta. relg.
driving mechanism.
Svmon and House. Impts. connected with
driving gear.
Symon and Michel. Impts. steam or heat
engines.
W. H. Bedlakb. Speed indicator for
motor-cars, &c.
Mason and Goynk. Impts. relg. oycles
and motor-oars.
E. Phillips. Jointing tubular parts of
frames.
Hansskh and Brewster. Improved motor-
car engine.
L. Castiglionb. Hand grip for motor-car,
&c., handles.
Perks and Ferryman. Impts. driving
chains.
Specifications Published.
5,009. Driving- Gear for Boad Motor-Carrias-eo. Henry Percy
Holt, 88, Chancery Lane, London. March 5th, 1896.
Relates to simple means of driving a road motor-carriage.
The driving wheel is made with a strong pneumatic tyre, A,
against which are pressed suitably shaped rollers, B, whioh may be
of wood or other material presenting a more or less frictional surface.
The rollers, B, revolve, either directly or through suitable gear, from
the motor ; as shown, the rollers, B, are driven by gear from the
intermediate motor-shaft at C, the motor-engine and gearing being
all enclosed within a casing, D, the front of which is suspended by a
sliding block, F, from one of the tubes, E, belonging to the framing
of the carriage. The hinder part of the casing, D, has projecting
from its side a stud, (J, engaged in the eye of a plunger whioh works
in a cylinder, H, carried by a bracket, I, clamped on the tube, E.
From a valve box, J, fluid under pressure con, when desired, bo
admitted to the cylinder, H, forcing its plunger with the stud, G,
and the casing, D, backwards, thus pressing the rollers, B, against the
tyre, A, so that they cause the road wheel to revolvo. The two road
wheels of a pair may be thus driven separately from two motors, one
on each side of the carriage, or a single motor might obviously be
arranged with suitable gearing to drive a pair of rollers such as B, B,
on each side of the carriage, suitable means being provided for
pressing them against the tyres, A, of the two road wheels.
When steam or compressed air is used as the working fluid of the
motor-engine or engines, the same valve box, J, is conveniently used
for the supply of the engine as well as for that of the pressure
cylinder, H, and springs may be arranged to press the oas:np, D
forwards, so that, when the supply to the engine is cut off by the
valve in J, the rollers, B, are pressed by the springs out of contact •
with the tyre, A.
9,738. Explosion Motors. Count Albert de Dion and Georges
Bouton, Bateaux (Seine), Franoe. May 7th, 1306.
The invention has for its object to enable the cylinder and other
water- jacketed parts of an explosion motor to be kept cool by means
of a much smaller quantity of water than is generally required for
this purpose.
A is the cylinder, and B is the water-jacket thereof, the upper
portion of which moy form a steam space. C is t!'e condensing
apparatus, which comprises a coil or a set of pipes in contact with
THE NEW YORK
P0BOC LIBRARY!
A8TOR, LENOX AND
TILDtN FOUNDATIONS.
the atmosphere, the said pipes communicating at one end' with the
upper part or steam space of the jacket, and at the uther end with the
lower part or water space thereof. This coil extends above the level
of the jacket, and is provided at its upper part with a safety -volve, D,
of any suitable pattern, and, it may be, with a pressure gauge. Wheu
the valve, D, is shut, the coil and the jacket form a closed circuit
extending from the upper part of said jacket to the lower part
thereof.
By means of this arrangement the water becomes heated under
pressure in the jacket when the motor is at work, and the Bteain pro-
duced is caused to condense in the said coil, and tho water resulting
from this condensation returns to the jacket, where it is again con-
verted into steam.
Tho proper extent of cooling surface to be given to the coil, C, will
depend on the difference between tho temperature of the said steam
and that of tho air in contact with the coil. The greater this
difference, the more rapidly will the exchange of heat take place,
and, consequently, the smaller will be the surface required for
condensation.
6,177. Mechanism for Driving: Automotora, Ac. Francis
Herbert Wenham, The Beacon, near Woking-, Surrey.
March 19th, 1896.
Two conical rollers, I and 2, are iwjd, preferably of the same size
and angle, rotating on axes, and with the large and small ends
together. The first or driving cone, l,is rotated by the engine, either
directly or by a belt or chain, 3, from the main shaft, 4. Either the
first or second cone is copiiblo of being moved endways or to and
fro in its bearings by a forked lever acting on the clutch like piece, (i,
or by a screw or by other suitable means. Preferably surrounding
the second cone, 2, is an endless or ring belt, 7, of lent her, rubber,
or other elastic or flexible material.
When one of the cones is forced forward by a parallel or cudlonc.
thrust from the clutch like piece, 6, it wedges the belt, 7, at any place
at which it may at that time be between the two cones, 1 and 2,
with any required grip causing the driven cone to rotate in a direc-
tion opposite to that of the driving cone. If the belt, 7, be gripped
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330
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Mat, 1897.
between the large end of the first or driving cone, 1, and the small
end of the second cone, 2, the speed of the second cone is high,
but if the belt, 7, be shifted towards the small end of the cone, 1,
while the cones are rotating the speed is gradunllv reduced in accord-
ance with the extent to which the said belt is shifted.
The motion of the second cone, 2, is conveyed lo the running or
road wheels, which may be done by securing to one projecting end
or to both projecting ends of the said cone a pinion as shown at 8.
over which passes an endless chain, 9, gearing with n wheel con-
nected with the road wheel. When the iirst cone, I, is drawn back
the cones separate and the grip on the belt, 7, is released, and the
rotation of the second cone, 2, ceases, and the carriage is stopped,
although the motor and cone, 1, continue running.
For obtaining the reversal movement a spur wheel may be affixed
to one end of each cone, and these may be geared together by dropping
an intermediate or idle wheel between them, which causes the second
cone to run the reverse way for obtaining the bickward direction.
Or preferably two rollers, 10, having frictional rubber tyres, are
closed between the small end of the first or driving cone, 1, and
the large end of the driven cone, 2, by a screw or lever arrange-
ment, 12, applied when the cones are separated from the driving belt.
fUj 1
The belt, 7, is traversed along the cone, 2, for varying the speed by
means of a forked shipper, 13, which slides on a guide bar, 14. The
traverse may be effected by turning a screw of coarse pitch, but
preferably as shown by a cord, 15, attached to the shipper, 13,
running on pulleys, 16, any one of which may be turned by a handle
convenient to the hand of the driver, thus carrying the shipper in
one direction or the other to the position requisite for any required
speed.
6,884. Horseless Carriages. Edmund Oascoine, Junior,
College Boad, Maidstone, Kent, and Charles Daniel
Courtois, Chateau D'Ardon, Laon, France. March 28th,
1896.
This invention relates to improvements in horseless carriages of the
kind in which petroleum or similar motors are employed for driving
them, and has special reference to the means employed for cooling
the water with which the working cylinder of the motor is jacketed.
A is the working cylinder. B and B1 are reservoirs for containing
the cooling water. They communicate with each other at their
upper parts by means of a horizontal pipe, i, and at their lower ends
by means of a pipe, 4', which passes underneath the workiug
cylinder. A1 is the jacket surrounding the working cylinder and
communicating at its lower part with the pipe, b\ by means of the
pipe, c, and at the upper part with a chamber, C, situated above the
level of the working cylinder. The chamber, C, also communicates
directly with the lower part of the pipe, A1, by means of an approxi-
mately vertical pipe, <v. leading from the lower part of the said
chamber.
G is the shallow box or chamber, preferably situated below the
carriage near the front thereof. It is traversed by the horizontal
tubes. g, which are open to the atmosphere at both ends, the said
open ends being directed towards the front and rear of the carriage
so that a current of air will reality flow through them when the
carriage is in motion. The said box, G-, communicates at one end
with tlie upper part of the chamber, C, by means of the pipe d, and
at the other end with the reservoir, B, by means of the pipe, rf',
leading from the lower part of the said box. E is a pump operated
by the motor, and adapted to cause circulation of the water through
the system.
The reservoirs, B and B1, having been filled with water and the
motor and pump set to work, the operation of the above systeni is
as follows : — The water passes from the reservoir, B, through the pipe
o' and the pipe c into the jacket, A1. During its passage through the
jacket, A1, it is heated by the working cylinder, and the heated water,
together with any steam that may be generated, pass together into
the chamber, C, the water occupying the lower and the steam the
upper portion thereof. The water will descend through the tube, e1,
into the pip", bl, and flow to th* reservoir, B1, whence it may pass
again into the reservoir, B, through the pipe b.
The steam collected in the upper part of the chamber. C, is con-
ducted through the pipe, </, to the box, G, wherein it is cooled and
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condensed, the water of condensation passing, by means of the circu-
lating pump, through the pipe rf', and being discharged into the
resenoir, B, whence it descends through the pipe, b\ and circulates
again through the system.
By the circulation of the water and steam in the above manner
and the passage of the air through the tubes, g, and over the outer
surface of the box, W, a rapid exchange of caloric is ensured between
the cooling water and the atmosphere.
7,888. Boad Vehioles Propelled by Steam, Oil, Electric, or
like Motor Mechanism. Frank Lister, Keigrhley, York-
shire. April 11th, 1896.
The peripheries of the wheel*, a, a1, are prepared for the reception
of friction driving wheels, c, c', which are mounted on a bearing shaft,
rf, in such positions as to enable the weight of the vehicle's body, f,
to press their peripheries against those of the wheels, o, a1, above
referred t->, so that the weight of said body (when loaded or other-
wise) exercises a direct and beneficial influence over the driving
power of the Baid wheels, c, c', while the wheel, c, en one side of the
vehicle is driven entirely independently of the wheel, r1, on the other
side thereof.
The driving shaft, gy of the motor mechanism is arranged so that it
may transmit its rotary motion to the friction driving wheels, c, c1,
through the medium of the pulleys, A, A1 and k, kl (the former being
secured to the shaft, g, while the latter is fixed to the wheels, c, c1,
respectively, and rotate freely upon — i.e. .without transmitting motion
to— the shaft, rf) through driving belts, m, m1 (shown in broken lines),
or in place of these belts, m, m1, chains may be employed, or even,
instead of either of these or the pulleys, A, A' and k, k1, toothed
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Mat, 1897.J
TEE ATTTOMOTOR AND HORSELESS VEHICLE JOURNAL.
331
gearing wheels may be used, the belt pulley, k\ on one side of the
vehicle being entirely independent of the pulley, *•', on the other
side, by which means the neceisity of having the bearing axle, rf, to
rotate is entirely avoided, and by the levers and connecting rode or
wire ropes being coupled so as to be operated by and whenever the
steering mechanism is moved, the whole body, /, may be raised on
D', is provided with a worm, D2, gearing into a worm-wheel, G-,
fixed on one end of an intermediate shaft, G', carried by the stay,-
C ; the other end of this intermediate shaft has secured on it a
bevel pinion, G2, which operates the trailing-wheel, B; by acting o*
one side or the other to carry with it its wheel, c or c1, as the case
may bo, clear of its wheel, a or a'-, thus only one of such wheels,
r or <•', will be in effective operation, and so its wheel, a or a1, will
alone be moved ; consequently the vehicle will be quickly and readily
turned around or caused to travel at an acute angle.
The driving wheel or disc, t, of the motor mechanism is arranged
to rotate with its axis at right angles to the horizontal plane, while
the shaft, g, to which its motion is transmitted through the friction
pulley, «, extends horizontally beneath it from one side of the vehicle
to the other, by which means the said friction pulley, *, mounted on
this shaft, g, and for contact with the disc, t, forms substantial sup-
port for relieving it of the friction that would otherwise be caused
had said disc, t, to depend on its journal bearings, t', i-, alone to
counteract its weight or gravity.
Modifications are described and shown.
24,701. Motor Cycles. Henry John Lawson, of 40, Holborn
Viaduct, London. November 5th, 1896.
Relates to motor cycles, its object being the construction of a
motor bicycle with a high-speed motor.
The leading and t railing-wheels, A and B, support a frame which has
attached to it in rear of toe bottom bracket, C', a motor, 1), supported
by and between the two stays, C2, and also by the stays ('•', C. I)1
is the main shaft of the motor, which is geared to the trailing-wheel,
B, in the mannor hereinafter described. £ is the pedal shaft,
geared by a chain, F, to a chain-wheel, B', on the trailing-wheel,
B, . in order that when desired the power of the rider may be
employed to aid the motor in propelling the cycle or to start the
motor; an automatic clutch can form part of the gear between the
pedal shaft, E, and the trailing-wheel, B, so that the latter may be
allowed when driven by the motor to over-run the pedal shaft, but
cannot conversely be over-run by it.
For the operative connection of the motor shaft, D1, with the
trailing-wheel, B, it is preferred to dispense with a chain and to
employ worm or helical gearing. In the drawing the motor shaft,
a bevel-wheel, B2, fixed to the rear wheel hub. If desired, worm fir
helical gearing may be employed instead of the wheels, G2, B*, or.
helical gearing may be used in place of the worm, D2, and worm-
wheel, G.
The battery, H, for the igniting spark and the carburetter, J, can
bo disposed upon any convenient part of the frame, the tubes being
arranged in any preferred manner.
12,360. Variable Gearing- for Vehicles Driven by Motive
Power. Frank Frederick Wellington, 100c, Queen Victoria
Street, and Fdwln Peroival AUam, 14, Hatton Garden,
London. June 5th, 1896.
This invention refers to improved means whereby the speed of
motor-driven vehicles may be readily varied or regulated.
Two conical drums, A, B, are employed, one of which is the driver
and the other the follower ; these conical drums, A, B, are mounted
on parallel shafts, A1, B', carried in bearings on any suitable frame-
work, (J, and the drums are arranged so that the major diameter of
one drum is opposite to the minor diameter of the other drum.
Upon these drums any number of series of teeth, D, D1, D2, are
formed, at regular intervals apart, circumferentially around the
drums, and these teeth extend lengthwise in the direction of the
axes of the drums, A, B. Bach tooth upon the drums is formed
<■*>•;
with parallel sides, or nearly so, ivnd with (he ends of tho teet.ll
tapered or pointed as at D*. The sevcml series of teeth, I). D1, D2,
around the drunH are separated by spatvg, as at R, K.
Between the two drums is a toothed pinion, G, so toothed as to be
capable of engagement with eijher series of teeth on the drums, and
free to revolve upun an axis parallel to the sides of the conical drums,
A, B. Such pinion, G, is carried, sny, upon a collar or sleeve, G1,
free to be slidden laterally by a forked slide, H, or by other con-
venient means. The width of the pinion, G, is less than the space or
spaces, E, E,. between the series of teeth, and, moreover, the ends of
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the pinion teeth are also tapered or pointed as are those upon the
conical drums, A, B.
By thus constructing or forming the teeth upon the drums and
upon the pinion, the latter can be slidden from engagement with one
series of teeth and brought into engagement with another set, and the
relative speed of one of tho conical drums (such as the follower, B)
thereby varied, the tapered end formation of the teeth permitting a
smooth transference of the teeth of the pinion from one series of
teeth to anothor upon the oonical drums. The separation of the
series of teeth, D, D>, D>, by the spaces, E, E, enables us to start or
stop the motion of the follower, B, at any time by but a small motion
of the pinion, Gt.
It is proposed in practice to provide an oil-containing bath or case
for the gear to run in.
In such variable speed-gearing the tapered end formation of the
teeth promotes a smooth and certain transference of the pinion from
one set of teeth to another, while the teeth so formed present a
sufficient length of bearing surface to render the construction
applicable where the ability to withstand wear and tear is a con-
sideration, as in motor-driven vehicles | while in this connection the
spaces between the series of teeth, permitting of ready stopping and
starting, is also of the utmost importance.
0,788. Igniting: the Working Charge In Hydrooarburetted-
air Engines. William Dent Prlestman and Samuel
Priestman, Holderness Foundry, and Harold Richardson,
51, Walmaley Street, Klngston-upon-Hull. March 27th,
1896.
This invention relates to motor-engines operated by the combustion
of hydro-carbon vapour mixed with air ; and consists in an unproved
method of and apparatus for igniting the working charge.
Across the chimney, a, of a heating lamp is arranged a tube, 6,
which is open at one end to the working cylinder and is provided at
its opposite or outer end with an air admission valve, c. The move-
ments of this valve are controlled by suitably timed mechanism,
regulated in such a manner that a small portion of the charge is
allowed to escape while compression of the charge in tlio cylinder is
taking place, or until the crank has arrived at or beyond the dead-
centre. While the air-valve remains open, the charge is not ignited
and pre- ignition is guarded against ; but so soon as the valve closes,
ignition and combustion ensue. The valves, c, are opened and closed
by means of a lever, d, operated from a convenient moving part of the
engine through the intervention of a connecting rod such as e, and
arm, e1. The open end of the tube, b, is inserted in a plug,/, which
is screwed into the side of the cylinder j packing, consisting of. layers
of asbestos and iron, being employed to prevent the radiation of heat
to the cylinder. In order to regulate the timing of the valve or valves,
c, so as to render the ignition of the charge earlier or later, adjusting
screws, g, are provided, and thumb-nuts, ,g\ the former, g, of which
screw through bosses, d}, d1, on the lever, d. By thus regulating the
timing of the air-valve in starting, premature ignition of the charge
and reversal of the engine are avoided. For the purpose of holding
open the valve, c, of one of the igniters, in a double-cylinder engine,
we provide a distance piece, or wedgo j same being conveniently
connected to the engine by means of a chain, V. At the time of
starting the engine, this wedge is inserted between the lower extremity
of the valve stem, c', of one of the air valves and the upper extremity
of the adjusting sorew, g, pertaining thereto i its function being to
hold the valve open until the piston has effected a small portion of its
stroke by reason of the compressed air which passes into the cylinder
before the valve closes. The wedge becomes displaced almost imme-
diately the piston moves, the valve closes and the charge is fired,
whereby impulse is given to the piston.
11,491. Internal Combustion Engines. Major Henry Capel
Loflt Holden, Royal Arsenal, Woolwich. May 27th, 1896.
This invention relates to improvements in the construction of
internal combustion engines, the working piston or pistons of which
are actuated by the explosion of a mixture of volatilised' or gaseous
hydro-carbons and air in suitable proportions.
n9.2.
Kfi
Fig. 1 is a plan of an engine.
Fig. 2 is a port elevation and part section of one of tho cylinders.
The engine is constructed of two pieces of metal tube, A, A,
preferably of steel.
Each end of the tubes, A, A, forms a working cylinder so that each
tube comprises two working cylinders, and thus the two tubes, A, A,
together comprise four working cylinders.
In each of the tubes, A, A, are two pistons, one at each end of each
tube.
One of these pistons, N, is shown in the sectional view in Fig. 2.
The piston, N, is rigidly connected to another similar piston,
similarly situated at the other end of the tube, by the piston rod, D,
which rod has a hole, S, through the centre of its length at right
angles to the axis ; through this hole the crosshead bar, (}, passes.
This crosshead bar, G, also pusses through the piston rod connecting
tho two pistons in the other tube.
In order that the crosshead bar, G, may move backwards and
forwards in tho tubes, A, A, a slot, E, is cut in each side of eacli of
the tubes, A, A, of the same widtli as the diameter of the crosshead
bar, G.
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To the outer ends of the orosshead bar, G, which ends project
beyond the tubes, A, A, on either side, are attached by bearing sleeves
the two connecting rods, Q, Q, which are attached to the crank or
Cranks of the main shaft of the engine in the usual manner and for
the usual purpose of rotating it.
In order to exclude dust or foreign substances from the tubes, A, A,
which form ihe working cylinders, segments of tube, F, may be
arranged so as to cover the slots, E, E, and to work backwards and
forwards with the orosshead bar, G, which passes through them.
The outer ends of the tubes, A, A, are closed by suitably shaped
blocks of metal, B, B, in whioh are situated the inlet valves, I, and the
exhaust valve, H.
The ends of the tubes, A, A, are bedded in the blocks, B, B, in such
a manner as to obtain a suitable joint to withstand the pressure caused
by the explosion and the aforesaid ends may be screwed or shrunk
into recesses in the blocks, B, B, or may be, as shown in the figures,
held in position by two or more tie rods, C, C, passing through holes
in the blocks, B, B, and holding the whole system of tubes, A, A, and
blocks, B, B, firmly together.
In Fig. 2 is seen a section through a part of the block, B, sho wing
one of the four sets of exhaust ana admission valves. The exhaust
valve, H, is normally kept closed by the action of the spring, P, except
at such times as the valve is forced downwards and oft its seating by
the pressure of the arm, J, whioh arm, J, is itself actuated in a
manner to be hereinafter described.
By the opening of the valve, H, the waste gases after the explosion
and working stroke are allowed to escape from the working cylinder
into the passage, B, and thence to the external air.
The admission valve, I, is situated opposite the exhaust valve, H.
It is held normally olosed by the action of gravity or by means of a
light spring as is the usual custom, or by the combined action of
gravity and a spring.
The valve, I, is lifted by the partial vacuum produced by the
movement of the piston, N, on its forward stroke and the vacuum so
produced draws in the necessary explosive mixture from the source of
supply through the passage, O, which is connected to the source of
supply by means of pipes in the usual manner.
On the return of the piston, N, the valve, I, is closed and the
explosive mixture compressed into the space in the tube, A, behind
the piston, N, and between the piston, N, and the blook, B. As the
piston moves forward again the compressed mixture is fired by one or
other of the well-known electrical or mechanical, means in common
use for this purpose, such as the electric spark, heated tube or wire.
The levers, J, J, are mounted on short shafts or arbors journalled in
the blocks, B; B, and they carry also the pieces, E, K.
The pieces, K, K, embrace and are actuated by the cams or
eccentrics, L, L, mounted on the shaft, M, in such a manner that
when M is rotated the ends of the levers or arms, J, J, are raised and
depressed, thereby actuating the exhaust valves, H, H . .
The shaft, M, is journalled in the end blocks, B, B, and is carried
beyond one of them in the direction of the crankshaft to which it is
attached through the intermediary of gear wheels or equivalent
devices in such a manner that its angular velocity is only one-half
that of the crankshaft actuated by the connecting rods, Q, Q.
The rotation of the shaft, M, by the crankshaft of the engine at
only one-half the angular velocity of the latter thus causes the exhaust
valves, H, H, to be opened in the proper succession and at the right
moment.
The engine works on the Otto or four cycle, which is well known,
and since the four cylinders work in succession to one another then
it follows that the crosshead bar, G, and through it the connecting
rods, Q, Q, are continuously acted upon by a working stroke in either
direction.
9,837. Valvular Arrangements for Petroleum and like
Engine*. Count Albert de Dion and George* Bouton,
Puteaux (Seine), France. May 2nd, 1896.
This invention relates to improvements in valve arrangements for
petroleum and like engines, and has for its object to enable petroleum
and other combustible to be withdrawn from a reservoir and fed into
the engine cylinder in suoh a manner that both its quantity and its
quality or composition remain uniform during the whole time that it
.is .desired to keep the operation of the motor uniform without,
however, employing any acoessOry parts or devices whose action is
apt to prove unreliable.
The figure is a -longitudinal section of a slide valve arrangement
for charging the explosion chamber of a petroleum motor.
A ij'the slide raw* and AMs the reoess therein for carrying the
successive charges of petroleum. B is the chest or casing in which
the said valve works, and C is the valve rod or spindle which works
in a stuffing box, D, in the ordinary manner, and has its inner end
supported in a guide or socket, D1.
Integrally with the valve casing are cast two cylindrical projec*
tions, E, F, each provided with an external screw thread. Through
the projection, E, is formed a passage, E1, communicating at one end
with the petroleum reservoir (not shown in the drawing) and at the
other end with a longitudinal groove, G, in the slide face of the
valve casing, B.
The projection, F, is also provided with a passage, F1, which forms
at one end of the valve porta, and is enlarged at the other end,
where it is provided with a valve seat, f, for a suction valve,,/"*,
whioh is mounted on the rod,/"1, and held lightly up against its seat
by means of a spring, f7, acting against a collar, J*, on the said rod.
A oap or union, F*, screwed on the projection, F, serves to keep the
seat, f, in place, and is provided with a screw-threaded projection or
nipple, F', having a passage, F4, whereby communication is estab-
lished between the suction valve, f* , and the explosion chamber of
the motor.
Another screw-threaded projection is provided in which is a
passage extending to the slide face, and forming a second admission
port, I x , therein. This passage serves to admit the air necessary for
the explosion, and communicates with an air inlet pipe traversing
the explosion chamber, the supply of air for each explosion being
thus heated during the interval between successive explosions.
The passage, E1, in the projection, E, is constantly in communica-
tion with the petroleum reservoir during the working of the engine,
such communication being controlled by a suitable valve (not
shown) at the will of the driver. By reason of the pressure within
the reservoir, the petroleum passes through the passage, E', into the
space around the valve, A, and also into the longitudinal groove, G. '
28,867. Motor- van. Johann Geiaenhof, Landsbers;, Germany.
December 16th, 1896.
i The motor, a, is constructed as four-cylinder motor, and the
| cylinders are so arranged that each pair lies parallel to the other, and
that both pairs stand opposite one another in such a manner that the
four pistons operate upon a common crank shaft, whioh is provided
on the front with a fly-wheel.
The transmission of force from the motor to the carriage wheels is
effected through the disc, d, upon the shaft, and by the friction disc,
«, touching it first, to the shaft,/, and from here, by means of chains
and chain-wheels, g, to the carriage wheels. The disc, d, and friction
disc, e, are so regulated and combined with the brake lever that the
removing of the disc and the braking of the carriage wheels is effected
by hand in one single operation. The disc, d, is movable, with its
hub on the axle, and held from revolving thereon by a feather. In
front of the disc, d, upon the non-rotating axle, h, lies a pressure-
roller revolving thereon. This bipartite axle surrounds a hub of the
disc, d, and is journalled at the ends by means of vertical carriers as
well as horizontal arms, jfc, and serves for moving the disc , d, forwards
and backwards. The rotation of the sumo by means of the shaft is
therefore not disturbed by the axle, A, lying transversely to it. Its
forward and backward movement is effected by means of the eccen-
trics surrounding the latter axle and the rod, I, connected thereto,
whioh is fixed at the front to the brake lever, m. If the latter is
pulled a little in the direction of the arrow, the rod, I, and the eccen-
trics are pulled or turned forwards, and the axle, A, with the rollers,
is thereby pressed back. so that it presses the disc, d, strongly on the
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[Mat, 1807.
friction disc, whereby the revolution is communicated to the same
and thus to the wheels of the car ; however, when the lover, m, is
pressed forwards in the direction of the two arrows, the rod, I, and
the eccentrics are moved back, and thereby the axle, A, is moved a
little forwards, eo that it pulls the disc, d, by means of the friction
of its' hub sleeve, from the friction disc and stops the transmission.
This movement of the disc, d, is extremely small, and is sufficient to
effect communication or interruption between 4 and/. On the brake-
lever, m, above its turning point is fixed also the brake-rod, it, for the
carriage brake, »', which thus, on tbe displacement of the lever,
receives a movement which is opposite to that of the rod, I, and
which while pressing disc, d, on roller, e, pulls the brake back, but
on withdrawing the disc, d, from roller, «, it presses the brake on
the carriage wheels. It is thus possible to give any degree of brake
pressure and also to suddenly stop the carriage One can, however,
also change at pleasure the velocity of the motion, and this' is
effected by turning the wheel, b, correspondingly. The latter is fixed
upon the tube, o', which at the underpart engages, by a bevelled
gearing, with' a shaft. From the latter, the motion is transferred to
the shaft, g, and from the latter to the screw spindle, r. On the
latter engages the arm, », which forks the hub of the friction-roller,
e, without hindering it in its rotation. '
In the seat case lies the cooling water receiver, «, which at the
under part is recessed semi-circularly, and under which is placed the
fly-wheel, c, of the shaft, J, provided with paddles, so that the water
is continuously cooled, and renewing on account of evaporisaticn is
not necessary for a long time. Next to this receiver is the receptacle,
v, for benzine, petroleum, or the like materials developing explosivo
gases. It is surrounded with a jacket, »', and between the latter and
reservoir, «, is a communication, so that the benzine receiver is sur-
rounded by water from the cooler for the motor. This offers the
advantage that the benzine or the like is previously warmed by the
water always considerably warmed by continual cool'ng of the motor,
and hereby a better and securer evaporisation is effected.
From the receiver, v, the tube, w, provided with a valve, leads to
the motor, and by means of the handle, x, the valve can be regulated
from outside at pleasure. The tube connection with the motor, the
lighting which takes place in the chambers, z, and all the other
organs' necessary for a motor, which are already generally sufficiently
known in the ' construction of motors, are not indicated in the
drawing, and it may only be mentioned that in consequence of the
above-described arrangements in this carriage, when the stoppage is
only a short one, one can after having separated discs, d and e, let
the motor continue to run free, or one can put it out of operation for
completely stopping the working by closing the valve, to. "
9,148. Motor-driven Vehicles. John Bradley Carse, 64 and
66, Wabash Avenue, Chicago, Illinois, United States of
America. April 30th, 1896.
This invention relates to road vehicles driven by gas or oil or like
internal combustion engines which require the working cylinder to be
kept cool by water circulating in a jacket.
The drawing shows two reservoirs with their communication pipes
constructed in accordance -with thi« invention.
A, Aj, are the two reservoirs, B, B', are the outlet pipes leading
therefrom, and C, C, are the inlet pipes. The pipes, B, B-, are
coupled by a three-way-cock, D, to which is connected the pipe, E,
leading to the cylinder jacket, and the pipes, C, C\ are similarly
coupled by a three-way cook, F, to which is connected the pipe, Or,
leading from' the cylinder jacket. The plugs of the cocks, D.'F* are
furnished with short arras, D1, Fl, which are connected togother'by a
link*, H, so that the eWcis are opened arid etoded' in unison-.' ■ -J is the"
handle for operating the oocks. Each of the reservoirs. A, A1, may
be conveniently made of upper and lower boxes, a, a\ connected
together by tubes, a3, bo as to expose a large surface to the cooling
action of the atmosphere. The water entering the top box, a, passes
down through the tubes, a', into the lower box, a', and in its passage"
is rapidly cooled. -
The action is as follows :— By turning the handle, J, the reservoir, -
A, for example, may be placed in communication with -the cylinder •
jacket, and the communication between the reservoir, A', and the
cylinder jacket cut off, so that only the water in the reservoir, A, will
be available for cooling purposes. When this water 'becomes unduly '
heated, the handle, J, is turned so as to reverse the connections^
thereby placing the reservoir, A', in communication with the jacket,
while communication between the reservoir, A, and the jacket is
shut off. The water in the reservoir, A, is then cooled by the contact
of the atmosphere with the tubes, a", eo as to be ready for further use
by the time the water in the reservoir, A1, becomes too hot. The
reservoirs are thus used alternately. If there are more than two
reservoirs, they are used in turn.
26,615. Motor Vehicles. James Frank Duryea, 70, Montrose
Street, Spring-field, Massachusetts, United States of
America. November 24th, 1896.
This invention relates to motor vehicles, and has for its object
improvements in the driving mechanism.
The body, A, is supported on suitable springs on the axles, B and
B". B is tbe driving axle, and B' the forward axle of the carriage.
E^-i
On each end of the forward ttxle is hinged, on a- vertical bolt, a
short stud for the reception of the bub of the wheel of said vehicle ;
said stud has a swinging' movement in a horizontal plane, which,
movement is imparted thereto as follow*:-- . .
A short horizontal arm, 49, projects rearwardly from the said
stud, which arm is by a rod connected to the forked: lever, 47, which
is secured to a sprocket-wheel', 46* ; said sprocket-wheel is rotatably
supported cm A yoke, 48, which is clamped to the forward axle,-B'.
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A sprocket-chain, 47*, engages said wbeel, 45", and a similar
sprocket-wheel, 45, on the lower end of the steering-post, 43*, within
the tubular support, 43. The upper end of said steering-post is pro-
tided with a crank-arm, 44, whereby it is rotated, and through the
connections above described the forward wheels of the vehicle are
turned on their pivots.
Suitably supported on the frame of the c image, and at light angles
to the axles thereof, is a suitable motor ; said motor is preferably a
gasolene motor, though any suitable motor may bs used.
In the drawing said motor is represented by C, and shows two
oppositely located cylinders connected directly to a crank on the end
of the driving-shaft, D (see Fig. 1), which shaft is supported on suit-
able bearings, E, o.i the frame of the carriage, and is parallel with
the driving-axle, B, thereof.
A counter-shaft, D1, parallel with shaft D, is supported in bearings
at the extremities of the arm', d, which arms depend from the main
shaft, D, and have a swinging motion thereon.
A rod, d1, having a loose connection with cash end of the counter-
shaft and tbe rear axle, is made in two parts, said two parts being
united by a suitably threaded nut, di, by which the distanco betwean
ttM Counter-shaft and seid driving axle is regulated.
On 'tone end of said count9r-shaft a sprocket- wheel is secure J, and
on said driving axle another sprocket-wheel, Fl, is seoured, a sprocket-
chain,^ engaging both of said wheels.
The tension of said chain,/, is regulated by means of said nut, d1,
on the rods, d'.
By means of suitable connections (described in the specification)
between the driving-shaft, D, and its counter-shaft, Dl, varying speeds
are imparted to said counter-shaft, and through said sprocket-wheels
and chain to the driving axle, B.
The means by which the said elbow-levers of the various clutch
mechanisms are operated to drive the carriage forward or backward
consist of a series of cams rotatably seoured to the bar, L, on opposite
sides thereof, one of said cams being provided for operation on the
end of each of the said elbow-levers.
Each of said cams is provided with a spirally grooved hub, around
which a chain, 34, is passed, whieh hubs are all in a lin? on one side
of the bar, L, and said chain being supported on sheaves located on
said bar, L, and on sheaves located on the frame of the carriage,
whereby said chain is disposed in a horizontal quadrilateral form.
The said chain, 84, is made endless, and has secured to any convenient
part thereof a lever, 38, whioh by its opposite end has a pivotal
engagement with the operating lever, 37, whereby, by the recipro-
cating movements of said operating lever, movement may be imparted
to the said chain, 34, by whioli movement the cams may be rotated
in either direction, because of the engagement of said ohain, 31, with
the spirally grooved hubs of said cams.
8,859. Motor-Power Apparatna for Propelling- "Vehicle* and
Boats. John Malcolm MacDonald, 2, Victoria Mansions,
Westminster, London. April 21st, 1896.
A is the main driving shaft from which motion is transmitted to.
say, the wheels of a vehicle, this shaft, A, forms tbe crank shaft of the
compressed-air engines of which B B are the connecting rods, C C
the crossheads, D D the piston rods, and E E the cylinders. Located
from by an outlet valve, H, and pipe, H1, into a reservoir, J, whioh
should be fitted with a suitable safety valve, such as J1. From the
reservoir, J, the air is conducted by a pipe, such as J 2, to a jaoketted
chamber, K, surrounding the cylinder, F, of the explosive engine, the
pipe, J 2, being fitted with a stop-cock, J 3, and reducing or other .
valves as required (not shown in the drawing) are fitted in ihe air-
conducting pipes if required or found necessary.
The piston rod, G, of the explosive engine is connected to a crass-
head, Q-', having a connecting rod, G- 2, operating a crank shaft, G- 3,
on which is or are mounted a fly wheel or wheels, Or 4.
From the jaoketted chamber, K, the compressed air is conducted to
a valve chest of compressed-air engine cylinders, E, the valves of
which are operated by eccentrics mounted upon the crank shaft, A.
The motion of the crank or driving shaft, A, is communicated to the
wheels of a vehicle or to the propeller or paddle shaft of a boat, In
any usual or convenient manner.
The jaoketted chamber, K, is preferably somewhat narrowed
internally towards that part where thfc air passes out to the valve
chest by plates for the purpose of bringing the air into more inttmite
contact with the walls of the hot cylinder, F.
6,682. Rotary Motors. William Phillips Thompson, 6, Lord
Street, Liverpool ; Wilhelm Bdaard Marx, Salle, Garminy.
Mwch 3rd, 1897.
A fixed flat disc, a, mounted on a suitable base, is provided with
concentric rings, b and c, and with a ooncentric core, d. In the con-
centric interstioes, e and /, thus formed thero engage tiro concentric
rings, g and A, of a ravoluble flat disc, k, which is mounted eccen-
above the cylinders, E, E, is arranged the cylinder, F, of an explosive
engine such as an oil-engine. The minor details of this engine are
not specially illustrated as these do not differ from such engines as
arc ordinarily constructed and the cycle of operations are as is
usoal en the Otto engine. Tbe piston rod, Or, passes out of this
cylinder through a packed- gland, F', nt tlie forward end of the
cylinder which is provided with a cover, F 2, while the usual cycle of
operations such as the indrawing of the explosive vapour, the com- ,
pression, ignition, Ac., take place at the rear of tbe piston. In its
rearward motion the piston draws in atmospherio air into tbe forward
end of, the oylinder by means of an air. inlet, valve, F 3, on the pover, ,
F 2, and the next forward motion of the piston- forces the air there- f
trically to the flat disc, a, and fixed on a motor shaft, i. This disc, k,
is so eccentrically mounted relative to the flat disc, a, that the coo-
centric rings, g aod A, come in contact in one direction with the inner
or outer surface of the concentric rings, h and e, and core, d, of the
flat diso, a. In this manner there are formed between the rings
crescent-shaped working chambers, e, «', /,/'. Plates, m, are arranged
radially movable side by side in the rings, g and A. the length of
which plates is equal to the width of the conoentrio interstioes
situated between the rings, 4 and o, and the eore, d. These plates
which are movable in the rings have for their objeot to divide the
crescent-shaped working clumber into two parts — one for the expan-
sion, and the other for the discharge. The plates, m, act thus in the
manner of a piston. As the rings of the two flat disos stand eccen-
trically to one another, the various working chambers alternate, and
there is simultaneously an always varying endwise reciprocation of
the two plates.
The mode of working is as follows : —
The high-pressure steam is conveyed in the direction of the arrow
by means of a feed-pipe, y. It passes through the inflow passages
into the working chamber, /, presses against the plates, m, and causes
a rotation of the flat disc, k, and shaft, t, in the diroction of th>
arrow, p. When the affected plates, m, come behind the discharge
passage, 4, tbe expanded steam passes through the passages, 4 and 6,
into the working chamber,/', where it acts in a similar manner. . In
the meantime, however, fresh steam flows into the working chamber,/. .-
The further expanded steam in the working chamber, /', passes
through passages, 7. 8, 9, into the working chamber, e, acts there by
means of its expansion, passes through passages, 10, 11, and 12, into
the working chamber, e , and after it has been expanded almost to
atmospheric pressure escapes through a passage, x. The nntor
revolves, therefore, in'tbe direction in which the steam' enters. ~-Xh.e
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386/.
THE AUTOMOTOR AND HORSELESS VEHICLE . JOURNAL.
[Mat, 1887-
motion of the- motor it * constant and even one. The expanded
steam engages on an ■ always increasing radius, so that an equal
pressure takes place on all parts.
6,067. ©as and Oil Engines or Motors, and, Carriages Pro-
pelled Thereby. Frank Herbert Brig-gs, of 6, Park
.., Orescent, Torquay, Devon. March 18th, 1896.
This invention has for its object improvements on the invention
set forth in Application No. 16,079 of 1896.
.Fig. 1 is a sectional view of the engine through the cylinders,
and a sectional view at right angles to the above through the
vaporising part, which is shown broken off from the other portion
at the bottom.
m
FIG
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bob-j.
fe
V
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mi
1
'll-
T
e
c
V
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jurat i i.jtim
s*rl
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nh
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Fig. 2, a vertical .section.. through frhe vaporiser and parts con-
nected therewith.
Fig. 3, an elevation of the valve actuating gear and other parts
showing one form of mechanism.
Fig. 5, a plan of the engine as applied to a road carriage.
Fig. 11, a modification of the governor and valve actuating cams
when these are placed on a counter shaft instead of the main shaft.
Fig. 13, sectional elevation of guiding handle and accompanying
parte. §
rg Z
Referring first to Figs. 1, 2, 3, and 5, A, A', are two working
oylinders, B and B1 pistons of same with piston rods, b, 6l, pivotally
connected to theih as shown. C is a third cylinder enclosing a
pjston.C, and forming the pump. This." is connected by a piston
rod, C*, and'connecting rod, C3, with 'the central crank', C, of crank
shaft, D, Fig. 3. This .cylinder, C, as shown in Fig; 1, hereinafter
described, can be lhado single acting or double acting. It is used
for supplying air; and compressing the charge. E and E1 are
clambers immediately below or behind the cylinders, A, A1, in
which,, the ignition and explosion of the charge takes place. These
communicate with' the Working cylinders, A and' A.1, by means of
oWfices clariable- of being' closed by' the •mushroom valves, F',' F1.
(J, <J\ are the exhaust valves, H and H1 are annular conical
vaporising chambers, Figs. 1 and 2, in which the oil and air circulate
through tubes, A and V, the air being forced into tank, I, through
pipe, t5, by the pump, C, and under some oircumstances hereafter set
forth it is supplied by tank, I.
The tubes, i*, communicate with the opposite ends of the pump, C,
so that compressed air is being forced through one of them all the
time. In Fig. 1 the tank, I, is omitted, and the pipes, t», are broken
away. The pipe, P, which supplies air and oU to the left-hand
vaporiser, H, communicates with the outlet, e,.of cylinder, C, while
FIG 9
the other pipe, t", which supplies air and oil to the vaporiser, H', .
communicates with outlet, c , at the opposite end of the cylinder, C.
The cylinder, C, is provided with a valved air inlet,, c1, at each end.
The chambers, H, H1, are heated by the flames of lamps, i and ?',
fed from tank, I1, with oil. Oil from tank, I1, passes through pipes,
J and J1, to the little nozzles, j and jl, in bends in pipes, A, i\ the
air from pump, C, passing through the pipes, A, inducing the oil to
issue in a spray form from nozzles, j, ;', to be mixed with the air.
and carried to the vaporising chamber, H or H', where it is
vaporised, and from thence it outers the bottom of chamber,. E
or £', as the case may be. Ball or other valves prevent action in.
a contrary direction, as shown in the drawings. K and K' are
projecting pine or tappets on the pistons, B, B'. L and L' are
w
btb-j-
FIQ5
ignition tubes projecting into the flame of lamps t and i\ and com-
municating with the ignition chambers, E, E1, respectively through
ducts, e.
The mode of action of the parts is as follows :—
Assuming that the working piston, Bl, has just reached the end of ,
its forward stroke, the exhaust valve, G1, opens and allows the,
exhaust gases to escape. The pressure of the air from the pump,
C, entering the tubular extension of the ignition chamber, E1, at
once forces' the valve, F1, on to its seat, e ; the gas still exhausting,
the piston, B', continues its inward or return stroke until it comes-,
near the end. In the meantime the chamber, E1, bos been filled
by the compressed air and gas vapour from the vaporising chamber,-
H1, and has been shut off from cylinder A1, by the valve, F1, The ^
tappet, Kl, now strikes the valve, F1, and pushes it down to the posi-
tion shown in the right-hand side of the drawing in cylinder A1, «ad =
at the same-moment connection is made- with tiie ignition tube* &>, Ijy .;
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Mil, 189?.]
TSE AUTOMOTOB ANV HORSELESS . VESICLE 'JDURKAt.
wm
means of the notch or port, I, in the stem of valve, F*, connecting the
ignition chamber, £>, with the small ignition duct, /'. (The notch,
/, is shown plainly in the left-hand side of Fig. 1 where the valve,
F, is shown closing the chamber, E1, from the ignition tube, L.)
Ignition being caused, and at the same time or just previously to it
the exhaust valve, <Jl, being closed, an explosion takes place, and the
piston, B1, is caused to perform its working stroke, during which the
operation above described will be repeated in connection with the
other working cylinder, A, namely, the driving out of the residual
products of the previous combustion, and the forming of a charge
ready for firing when the piston reaches the end of its instroke. It
no. 9.
will thus be seen that as the pistons work alternately, there is always
a compressed charge stored up ready for firing, and thus the engine
can be automatically started without having to rotate the shaft by
hand as in other arrangements. By the above arrangement two
explosions are obtained at every revolution. When either of the
pistons, B or B1, alternately reach the end of their respective
cylinders after performing their working stroke, t'le fxhaust valves
are again open, the valves, F or F1, are closed on their seats by the
pressure of the air from the p imp, and the air enters freely through
the hollow part, M, of the stem of the valves, F or F1. Tho various
valves set forth in the drawings in pipes, A, &c, allow the air and gas
to go forward, but prevent their return. The firing device may,
instead of the heated tube, L, already described, be any other
JU'I
bo(q- Q-»'
suitable device, suoh as the ordinary electric sparking apparatus. In
tome instances I may do without a vaporiser altogether, spraying
the oil direct into the expbsion chamber. The exhaust valves, Q-
and (J1, are operated by the cam motion set forth in Fig. 3. In this
M1 is the valve lever; m, n knife edge or thin part of the connecting
rod connecting the valve rod, m>, with shaft, N j », » are conical or
partially -graduated cams on the main shaft, I). By pressing the
shaft, N, longitudinally in its bearings, the connecting rods, w>>, and
knife edges, m, are brought on to a smaller portion of the cams, until
when they get to their smallest diameter, there is no motion in the
knife edges, consequently the valve is rot actuated. Instead of the
'shaft, N, moving longitudinally, the connecting rod*, mi1, or the cams,
», », can be made to shift on the shaft ; »' is a spring for bringing
the shaft, N, back to normal position. For the purpose of stopping
or starting the motor, a handle may be coupled to tlu? shaft, N, or the
earns, », n, so that by pulling this handle and sliding the shaft, N, or
cams, », », longitudinally, the. knife edges, w, are brought to the
smaller portion of the cone cams, », thus stopping the engine! The
shaft, N, is (or sliding cams or their equivalent are) linked to' the
governor and lias any suitable device, such as slotted bearings for* the
connecting pin to allow for the small angular motion of the bellccank,
a spring puts a resistance on the governor, and by regulating.. this
resistance, any required resistance can be obtained, and thus the
governor regulated to any required speed. .,<■<:■'■
1, Fig. 11, is the counter shaft, which [is revolved by a-bevaUea*
gear-wheel at its loft-hand end gearing to another bevelled) gear-
wheel fixed on the axle. Its position is parallel to the cylinders,
and at right angles with the main crank. Fixed to this shaft is a
ball governor, F, by a set screw, p, the right-hand end of which is
attached to two conical cams, n, n, those two cams, along with the
right-hand end of the governor, are capable of being slid horizon-
tally along the shaft, 1, but are prevented from revolving round the
shaft, 1, by a key and key way. 3 is a forked rod hinged at 31 to this
base plate and its forks fitting round two studs, «y which project
from a loose collar, 5, which fits in a groove- in the- right-hand end
of the governor, F. 6 is a standard from the base plate-, with
bearings for shaft 1, through tho lower part of 6 is a' hole tapped
with a thread into which is screwed plug, 7, between this and lever, 8,
is a strong spring, 8, which keeps the cams and -governor balls in the
15 t£
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position shown in drawing, the eud section of cam rods are shown at
»i and m, the valve connected with the left-hand cam being open,
and that connected with the right-hand cam being closed. 0a is a
pointer attached to the plug, 7, passing over a dial on which the
number of miles or revolutions per hour is marked. The action of
the governors on the cams is as follows :-rThe pointer, 0s, being set at
a given figure on the dial and clamped with any convenient locking
device if desired, causes a given amount of tension to be put upon
the spring, 8, and the forked arm, 3, so that the cams are held in the
position shewn until the speed of the engine revolving the governor
bulls increases to such an amount that the centrifugal force over-
comes the spring, 8, and draws the cams, », «, towards the left, thus
regulating the opening at the valves, and in that way the speed of
the engine. Should the speed of the engine be so great as to draw
the narrow end of the cam on to the knife-edged valve rods, m, m,
then the valves would not be open at all, and the engine would come
to a stop. 9 is a swivel and rod connected with the steering gear,
and is used when the steering handle falls to stop the engine instead
of rising.
The steering, stopping, starting, and speed regulating gear is
shown in Fig. 13. On the handle, 10, is first a spiral spring, 11,
second a bevelled gear-wheel, 12, a loose collar, 13, running between
two guide flanges, 14, and a bearing, 15, which is swivelled to the
outer case, 16, by a bolt, 17, this is to allow of an up and down
motion of the handle, 10. To the loose collar, 13, is swivelled a rod
or wire rope, 18, 19 is a bevelled gear-wheel which is attached to a
tube, 20, at the lower end of this tube is a sprocket-wheel, 21. The
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338
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[M*T, 1897.
outer case, 16, descends beneath the carriage floor, 22, and ends in
sprocket wheel, 28, it is kept in place and made to revolve in
bearings, 24, which is screwed to floor, 22, of carriage.
_ Referring to Fig. 5, B, E, are the carriage wheels, r, the differen-
tial gearing whereby each wheel is able to go at a different speed
from the other, R1, fly-wheel, 8, S, gearing for driving cone, S', from
the shaft, D. A friction-roller, S*, drives the cone, 8*, by friction
fro.n 8'. The axis of the friction-roller, S*, revolves in the adjustable
bearings, ar.d the said roller is pressed down against the surface of
the cones, S1 and S3, by a spring. Shaft, S4, is connected with the
axle, r1, of the vehicle by any suitable gearing, such as sprocket
wheel and chain, as shown in drawing.
Eef erring now to Figs. 7 and 9, T is an end crank on shaft, M', is an
eccentric on this shaft. By turning this shaft, therefore, the yoke, <*,
is raised. This yoke carries in bearings the shaft, 8', on which the
friction-roller, S*, of Fig. 6, runs. By turning this crank, T, round
therefore, the roller, 8s, can be laised out of gear with cones, 8s and
8", and thus the engine cut off from the driving-wheels, E, of the
cairiage. In order to increase or lessen the speed, the friction-roller,
8*, is drawn towards one or other end of the cones, 8* and 81. This
is effected by a hand- wheel, not shown, on shaft, U, driving the
gear-wheel, Tjl, and rack, V*. Projections, TJ1, on this rack push the
pulley, 8', longitudinally on shaft, S*.
The method of supporting the autocar on the engine, so as to
prevent uncomfortable vibration, consists of two springs on each
wheel with a bar between. On this bar the engine is supported, and
en a spring the carriage body itself is suspended either directly or by
a C-spring. The result of this arrangement is that the spring being
interposed between the engine and the road, the shocks caused by
the irregularities of the road are taken off the engine to a further
considerable extent, and a spiing being also interposed between the
road and the carriage and also between the engine and the carriage,
the shocks of the road are further deadened by this spring, and the
vibration of the engine is also cut off to a considerable extent from
the carriage occupant?.
7,609. Explosion-Motor. Alphon.se Edouard Tavernier, 83,
Plato Road, Brixton, London, S.W. April 10th, 1896.
The object is to produce a gas or petroleum-engine, working by
explosions in the best possible conditions, and to obtain in such
machines the possibility of regulating at will the speed of rotation.
®M»m:Mfa-mat«..&
-flG.I
The four (-.flinders, two of which, A, A', are shown, are fixed in a
special box of sheet iron, Q.
In every cylinder is a piston, B. This piston is composed of three
parts. One part receives the special segment of this piston, another
keeps the said segment in place. The third part is the segment itself.
This segment is composed of a steel wire of a square section, which is
rolled so as to form a spiral spring. The three pieces are kept in
place by a bolt and a nut.
Every piston has a connecting rod, C, the connecting rods of two
opposite pistons actirg on the same baring of one of the cmnks of the
crank shaft. To each cylinder is fixed two valve-boxes, E, E, one has
for object the alimentation of the detonating mixture in: the cylinder,
the other valve-box is on the contrary for letting out the foul gases
produced by the combustion of the detonating mixture in the same
cylinder. The valves in the valve-boxes are worked by the levers, F.
Each lever, F, has a friction roller, O, this roller turning on the drum,
H. The drum, H, turns with the machine at a speed of the half of
the speed of the crank shaft. On this drum, H, ore disposed in tbe
required positions cams, H1. These cams acting on the friction
rollers, Gr, bring, by tho aid of the levers, F, the valves to open
Springs properly disposed keep the Talves closed, and the levers, F.
must overcome this resistance to open the valves. ,
The valve-boxes arc of two different sorts. The valve-boxes
serving for the alimentation are connected two by two by the tubes,
these tubi's being in communication, through an aperture covered by
a wire gauze, with the interior of box, Q.
Each cylinder has fixed to it the two valve-boxes, E, £, and also a
small detonator. The detonator is composed of a recipient in
which are fixed two small insulating pieces in porcelain or steatite.
These insulating pieces are traversed by a wire of platinum, and
small nuts on these platinum wires form the electric terminus of the
apparatus. The detonators are communicating with the interior of
the cylinder on which they are placed, the upper part being shut by
a screw.
In the middle of the drum, H, is a part in ebonite, and with the
assistance of electrodes and contact pieces, this part forms the eloctric
distributor to the detonators. By the help of a source of electricity
and this distributor an electric spark is proiuced at the proper
moment between the platinum wires of each of the detonators. The
source of electricity employed may be a small magneto or dynamo
put in motion by the machine itself, or an accumulator.
If the machine is burning petroleum or any other liquid hydro-
carburet, this liquid is stored in a special apparatus. Methods of
cooling the cylinders and changing the speed of the michine are
described.
Printed Copies of the above Specifications Published may be
obtained by forwarding \s. for cost of each copy and postage
to Messrs. Herbert Haddan and Co. Applications not yet
Published.
Olby you should Buy a Columbia.
i
* * * ,
T u the Standard Bicycle
of the World.
It is fully guaranteed by
the greatest bouse in the
bkycle business.
Its name plate is a cer-
tificate that you have the
best bicycle made.
There is no guesswork in
the making of Columbia* ;
there will be no guesswork
in your buying one.
'1 he Columbia Bicycle
represents the carefully
tened work of the highest
trained corps of mechanical
experts ana inventors in the
world.
You are sure of the
quality. All materia'* used
iu Col um bias are ordced
to specifications, in the same
way that the Government
orders its materials, and
they are rigidly tested to
see that they conform to tbe
lequirements.
It contains the finest
materials to be la 1, re-
gardless of cost.
POPE MFC. CO.,
Hartford, Conn., US. A.
EUROPEAN HEAD OFFICE—
MARKT & CO., 25 & 26, SHOE LANE, EC.
The Columbia Catalogue tells fully of the detail! of Columbia;, and should be
lead and preserved by every cyclist. Free by post on app.ication.
Depot: 21, BAKBB STXtBST, ftOVDOV.
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Hay, i«».j THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL. 339
"THE MOTOR TYRE."
inventors :-JESSOP BROWNE & JAMES PR EEC E. PATENT.
The Illustration represents the latest, and as the Inventors believe the very best and most reliable solid
rubber Tyre on the Market for heavy vehicles, Omnibuses, Motor Car Vans, &c.
•■••■--• It is firmly secured with brass tube and eyelet bolts.
r^S Af>VANTAOES ABE, "Viz: —
Coming off an impossibility. Can be made in sections.
Easily repaired by ordinary workmen. Can be fixed to existing wheels.
Cheaper and Simpler than Pneumatics. As resilient as Pneumatics without
Once fixed holds finn nntil worn ont. D f"*? of pJncture*
n Vk , . . . Best workmanship.
Rubber not cot by rims when Can h m^m fc- roaffle „
TRIAL SOLICITED. CORRESPONDENCE INVITED.
MANUFACTURED OMX.T AT THE
PITY WHPFT WflRlTQ 104-107, Gt. Brunswick St.,
bin hiuxl nunivo, Jia8op bmwhe. p^^. durum.
TANDEM pr^Ion METALS
Are manufactured entirely on scientific principles, an J
Are claimed to be absolutely the Best Alloys for Anti-Friction purposes.
Anxious to remain
And to adopt any improvements, competition metals are constantly analysed by us. So far, however, we have found no reason to make any
change in the . composition of our Standard Alloys, which are now
The Result of Fifteen Years' Experience and Exhaustive Testi by Practical Men, and
OVER 3,000 CUSTOMERS ALL OVER THE WORLD.
TANDEM METALS fulfil better than any other their
purpose, and are therefore—
The Most Economical,.
The Least Wearing,
The Host Durable,
Friction t reverting,
Resistance Reducing,
Journal Preserving,
Power Increasing.
Lubricant Saving,
ANTI-FRICTION METALS.
BEWARE OF IMITATIONS OR ALLOYS SOLD AT DOUBLE OR TREBLE THEIR PRICE. ~m
Apply for Illustrated Catalogue, Tests, Testimonials, &c, and Sample Ingots, which are forwarded free of charge.
THE TANDEM SMELTING SYNDICATE, LIMITED,
QUEEN VICTORIA STREET, LONDON, E.C.
Tttacntphlo AddMM:-MA*AXVXIMa.'*
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340 THE ATTTOMOTOR AND HORSELESS VEHICLE JOURNAL [Mat, I8g7j
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Jukb, 189?.] TME AVTOMOfOR AND BOttSELESS VESICLE JOURNAL 341
RAPIDITY. EFFICIENCY. ECONOMY.
"The greatest Labour-saving Invention ever offered to the Trade."
They will set any Section of Hoop, or Patent Channel Iron, on any sort or
description of Wheel COLD, by Hydraulic pressure.
WESTS PATENT TYRE SETTERS.
SAVE YOUR TIME. IMPROVE YOUR WHEELS.
lake a BETTER AND HOSE LASTING job than any other known process AT LESS THAN ONE-THIRD THE COST.
These machines are now in use throughout—
ENCLAND, THE CONTINENT OF EUROPE, THE UNITED STATES OF AMERICA, SOUTH AFRICA,
AND THE AUSTRALIAN COLONIES.
Wherever they are used they give universal satisfaction.
FOR PULL PARTICULARS APPLY-
WEST'S PATENT POWER TYRE SETTER SYNDICATE,
23, College Hill, Cannon Street, EX., or The Works, 140, Thornton Road\ Bradford.
The "IDEAL" Tyre.
PERFECTION RUBBER TYRE.
FOR LIGHT AND HEAVY VEHICLES.
■D NOT TO ROLL OUT.
This Over
is no experiment, 36,000 pairs in nse
see opposite. in the United States.
le compress the rubber so that, if it is cat, it closes op and no material injury is inflicted, and consequently wears smooth.
An examination of the Principle of our Tyre convinces you of it. superiority over »U others.
BOLE MANUFACTURERS FOR THE UMFTED KINGDOM:
i in v t nnuuni i v «& & 67» wharfdale road,
Ji Hi 4V li UUNNULLIj & ALBION WORKS, KING'S CROSS, LONDON, N.
2 A
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342 ' THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [J™*, 1897. "
THE LAMINA ACCUMULATOR.
,,,.M)t r»PEL & LEONARD, of Hope Cbemloal Wortta. and Pbaros Wwka. Haofcney Wioh, London, N.B., specially dlatll
CARLTJBS, CAPEL & *f™*™£,™ p?,°.t best adapted for Motors, Motor Carriages, Launches, etc., etc.
Maximum of efficiency and perfect combustion ; therefore great economy, and no deposit in cylinders.
XtfO SXMEXIXaX*. 90*0
CARLESS, CAPEL * LEONARD have supplied rhc above lor the Daimler Motor* lor over live yeara, (ad hold the hljhest testlnoalali.
THSY ALSO SUPPLY LUBBICATIHG OILS AHD OBBASIB. TELEGRAMS
- SAMPfc.ES AND ^^^ _ .— ^ ^a«w ~ «BT>- •• CARLESS, HACKEE* WICK,', .
PRICES ON APPLICATION. TDkV "^Pi IT" D. ■ ■ ■!■ _ ' -»
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THE AUTOMOTOR
-A-ISTD
&
HORSELESS YEHICLE JOURNAL
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
Circulates amongst Makers and Users of Motor-Cars, Cycles, etc., in the United Kingdom, the Colonies
and the Continent.
Vol. I. No. D.
JUNE 16th, 1897.
Price Sixpence.
CONTENTS.
PAGB
" Too Engineer " Automotor Competition 343
The Press on the Motor-Oar Competiium 353
Some Disadvantages of the Hor^e 357
The Crewe Automotor Trials 360
Law Beporu 362
Answers to Correspondents 364
Leader— The Motor-Car Competition 365
Klre-Engines 36*
The Dagnali Motor 367
Business Notes 867
Motor-Car Designs 368
Tite Basin Boiler Boat 368
Notes of the Month 36tj
Reviews of Books 370
Self-Propeiled Traffic Association 371
The Dangers of Horse Traction 372
The Pope Manufacturing Company's Kleclii : Phaeton 372
Doing* of Public Companies 373
Continental Notes 875
Motor-Car Fittings 376
Correspondence 377
Proceedings of Societies-
Petroleum as Steam-Engine Fuel 378
Boiler-Bearings 379
The Application of the Compound Steam Turbine to the Purpose of
Marine Propulsion 380
The Value and Scope of Inland Xavigal ion 8S1
New Inventions 3$1
THE ENGINEER AUTOMOTOR COMPETITION.
In response to the offer of the proprietors of The Engineer ai
prizes amounting to 1,100 guineas for the best self-propelled
vehicles, the following firms announced their intention of com-
peting, and paid the deposit money : —
Glass A.
For the best mechanically-propelled vehicle constructed to
carry, including the driver, four or more persons, the total
weight, when fully loaded, not exceeding two tons, a prize of
35U guineas will be given.
The Electric Motive Power Company (Limited), 16, Elm
Street, Gray's Inn Road.
•The Electric Motive Power Company (Limited), 2nd carriage.
MSddleton Crawford, 37, New Oxford Street, W.C
The London and Glasgow Motor-Car Syndicate, 11, Queen
Victoria Street, E.C.
New and Mayne (Limited), Palace Chambers, Bridge Street,
Westminster.
Clement Richardson, 128, Stephen's Green, Dublin.
G. F. G. Des Vignes and Co. (Limited), Orleans Works,
Teddington.
John I. Thoruycroft, Eyot Villa, Chiswick Mall, Chiswick.
The Dorset Iron Foundry Company (Limited), West Quay
Road, Poole.
E. J. Pennington, Bramlea, Hershani Road, Walton-on-
Thames.
W. J. Perrett, The Laurels, Romford.
W. H. Barker, 37, Haverstock Hill, N.W.
William Baiues, 5 and 6, Great Winchester Street, London,
E.C.
John Fielding, Upton Saint Leonards, Gloucester.
The McDonald Patent Battery Syndicate, 4, North Saint.
David Street, Edinburgh.
The Clarkson and Capel Steam Car Syndicate (Limited),
Deverell Street, Great Dover Street, S.E.
J. Irving Courteuay, 4, Great Winchester Street, E.C.
Douglas Neale, 21, Rutland Square, Edinburgh.
Roots and Venables, 100, Westminster Bridge Road, S.E.
Higgins, Bessemer, Nicholson, and Co., 127, Brixton Hill,
S.W.
The Romiley Engineering Company, Hatherlow Wharf,
Romiley.
Henry Sharp, 43, Broadway, Deptford.
Brindley, Naylor, and Wilson, 5, Waterloo Road, North,
Wolverhampton.
Ridley James Urquhart, 6, Clayton Square, Liverpool.
Stevenson and Shovelton, 23, School Lane, Liverpool.
H. K. Hales, cycle agent, Burslem.
Walter Jno. Hubert Jones (J. Truman and Co.), Gloucester
Works, Smithfield Passage, Birmingham.
The London Motor-Car Works Company (Limited), Albert
Mills, Beavor Lane, Hammersmith.
Class B.
For the best niechanicalIy-pro|>elled vehicle constructed to
carry either one or two or three persons, the total weight, when
fully loaded, not exceeding one ton, a prize of 2-r>0 guineas will
be given.
The Electric Motive Power Company (Limited), 16, Elm
Street; Gray's Inn Road, W.C.
James Morton Hall, 102, Dale Street, Lancaster.
J. Holt Thomas, West View, Hopwood Liine, Halifax.
New and Mayne (Limited), Palace Chambers, Bridge Street,
Westminster.
A 2
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344
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jtok, 1897.
Atkinson and Philipson, Northumberland Carriage Factory,
Newcastle-on-Tyne.
E. J. Pennington, Branilea, Hersham Road, Walton-on-
Tbames.
W. J. PeiTett, The Laurels, Romford.
Greengrass and Docking, 62, Dingwall Road, Croydon.
William Baines, 5 and 6, Great Winchester Street, E.C.
The Electric Construction Company (Limited), Bushbury,
Wolverhampton.
G. Stanton, 335, Strand, W.C.
The McDonald Patent Battery Syndicate, 4, North Saint
David Street, Edinburgh.
The Clarkson and Capel Steam Car Syndicate (Limited),
Deverell Street, Great Dover Street, S.E.
Douglas Neale, 21, Rutland Square, Edinburgh.
The Steam Carriage and Wagon Company (Limited), Home-
field, Chiswick.
The Dorset Iron Foundry Company (Limited), West Quay
Road, Poole.
The Lancashire Steam Motor Company, Leyland.
The Prince Motor Syndicate (Limited), 147, Leadenhall
Street, E.C.
The Clarkson and Capel Steam Car Syndicate (Limited),
Deverell Street, Great Dover Street, S.E.
Douglas Neale, 21, Rutland Square, Edinburgh.
The Liquid Fuel Engineering Company, East Cowes, Isle of
Wight, and 20, Abchurch Lane, E.C.
Trie Romiley Engineering Company, Hatherlow Wharf,
Romiley.
Merryweather & Sons (Limited), Greenwich Road, Greenwich.
Fio. 1a.
Roots and Veuablea, 100, Westminster Bridge Road, S.E.
Eccles and Sugden, 75, Queen Victoria Street, E.C.
William Henry Dugard, Vulcan Mills, Bridge Street West,
Birmingham.
The Yeovil Motor-Car and Cycle Company (Limited), Yeovil.
J. F. Stilwell, Royal Pier Hotel, Weston-super-Mare.
Class C.
For the best mechanically-propelled vehicle constructed to
carry, in addition to the driver, not more than one ton of goods
or parcels, the total weight, when fully loaded, not exceeding
two tons, a prize of 250 guineas will be given.
Herbert John Dowsing, 24, Budge Row, Cannon Street, E.C.
New and Mayne (Limited), Palace Chambers, Bridge Street,
Westminster.
Knock Bros., Coombe, Dartmouth, Devon.
Clement Richardson, 128, Stephen's Green, Dublin.
J. F. Stilwell, Royal Pier Hotel, Weston-super-Mare.
Stevenson and Shovelton, 23, School Lane, Liverpool.
Class D.
For the beat mechanically-propelled vehicle constructed to
carry, in addition to the driver, five hundredweight of goods or
parcels, the weight, when fully loaded, not exceeding one ton, a
prize of 150 guineas will be given.
The Clarkson and Capel Steam Car Syndicate (Limited),
Deverell Street, Great Dover Street, S.E.
Roots and Venables, 100, Westminster Bridge Road, S.W.
Supplemental Class.
For the vehicle, whether passengers or goods, propelled solely
by a motor actuated by the vapour of oil or spirit, having a
lower specific gravity than 0'8, or a flashing point lower than
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73° Fah., Abel's test, and constructed to satisfy the require-
ments of any Act of Parliament, and the rules to be made there-
under for the time being respectively in force, which, in the
opinion of the judges, best satisfies the purpose for which it is
built, a prize of 100 guineas will be given.
Herbert John Dowsing, 24, Budge Row, Cannon Street, EC.
Herbert John Dowsing, 24, Budge Bow, Cannon Street, E.C.
(2nd).
M. Tod and Son, Devon Engine Works, Dunfermline.
Alfred Cornell, Tonbridge, Kent.
William Baines, 5 and 6, Great Winchester Street, E.C.
T. Coulthard and Co., Cooper Road, Preston.
J. F. Stilwell, Royal Pier Hotel, Weston-super-Mare.
H. K. Hales, cycle agent, Buraletn.
The necessary power is obtained through a two-crank com-
pound tandem horizontal steam-eugine, A, having two high-
pressure cylinders, placed on two low-pressure cylinders of large
area. The whole of the engine working parts have very large
bearing surfaces, and are thoroughly well lubricated by running
in oil contained in the case. In order to prevent as little water
an possible finding its way into the steam cylinders, the valves
are placed below the centre line of the engines and so allowing
of proper drainage. Owing to the high revolution of the
engines it is necessary to gear it down by toothed wheels (no
chain gear being used) contained in the case, a, which transmits
the power to the driving shaft, b. On each side of this shaft
are steel pinions gearing into a large internal gear, d, which is
attached to the spokes on each of the rear wheels. This gear-
l"io. 1.— "Lifu" Stkam Van (Plan).
Of the above firms seven only appeared at the Crystal Palace
with autoinotors, viz., the Liquid Fuel Company of Cowes (1) ;
Messrs. Roots and Venables (2) ; the Electric Construction
Company of Wolverhampton (1) ; the Yeovil Motor-Car Com-
S.ny (1) ; the Electric Motive Power Company (1) ; Mr.
olroyd -Smith (1) ; and Mr. Cornell (Arnold Carriage, Benz
System) (1).
Taking these exhibits in order, the motor van of the Liquid
Fuel Company was unquestionably, from the utilitarian point of
view, a wonderfully perfect machine, and deservedly gained
special commendation from the judges. We illustrate it in the
figures on pp. 344-349 : — Fig. 1a is a side view ; Fig. 1 is a plan ;
Fig. 2 a longitudinal sectional elevation ; and Fig. 3 a rear
transverse section. As will be seen, the van is of the ordinary
four-wheel type, having doors at the rear. The body of the
van is about 10 feet by 4 feet 3 inches by 5 feet, and is carried
by springs in the ordinary way.
wheel, d, is encased in a patent dust-proof case, through which
it is impossible for any dust or grit to find its way. The
engines when running at 600 revs, are capable of indicating
about 12 horse-power, and weigh, with feed-pumps, about
155 lbs. The carriage wheels make one revolution to 8£ revs,
of the engine. When necessary, as when climbing a hill,
steam can be admitted direct into the low-pressure cylinders by
the valve, A 2 ; on ordinary occasions the engines are worked
compound. The exhaust from the steam-engines passes into the
exhaust box, C, then into the funnel, B, where the steam is con-
sumed by the gases from the furnace as they escape up the
funnel. * The boiler feed pumps, J, draw their water from the
water tank, W. The main boiler feed pumps are placed beneath
the front seat, and are run off the main engine* by means of a
shaft and gearing by which the speed of the pumps is reduced.
A separate steam pump is also placed beneath the seat, to
be worked only when the engines are not running. The
2 a 3
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boiler, B (which is separately illustrated in Figs. 3a and 3b), is
placed immediately behind the front seat, and is of ample size,
to allow of easy steaming. The boiler is of the water tubular
type, and the steam pressure carried is 250 lbs per square
inch. Its chief peculiarity is a patent detachable tube joint,
by means of which all the small generating tubes are con-
nected to the upper steam drum and the lower water drums.
Any tube can be taken apart for inspection and replaced within
a few minutes. The steam drum is of Elmore copper, and the
small generating tubes of solid drawn copper. Ordinary petro-
Compauy's patent liquid fuel burners,/
In this carriage the fuel (petroleum) is carried in a strong
copper tank placed under the floor beneath the front seat. The
oil is forced into the burner by means of an air pressure in the
tank not exceeding 10 lbs. per square inch. A few strokes of
the hand air-pressure pump, H, placed alongside of the driver
on his right is sufficient to maintain the necessary pressure.
The fire is regulated by the oil valve, P, and is also automatically
controlled by a small automatic valve, which is opened or closed
by the steam pressure according to the rise or fall of the pressure
in the boiler. Should the pressure in the boiler rise then the
valve shuts off the supply of oil to the burner or vice versd. The
1'iu. 2. — " Liwr Stkam Van (Longitudinal Sectional KlevatioD).
We illustrate this burner in Figs. 4 and 5, the former being a
plan of the generator and the latter a section ; it will be seen
that the oil is forced through a series of passages in a chamber,
which is heated by the flame from below. In this way the oil
is gasified and passing down through the vertical tube reaches
the conical burner, from whence it issues as a |x>werful and
intense name of great volume. The amount of oil-gas emitted,
and consequently the volume of the llame, being automatically
regulated by the needle valve in the cone which is actuated by
the steam pressure.
This burner is extensively used in oil launches and yachts,
and seems to us well suited for steam barges on canals.
whole of the arrangements are quite under the control of the
driver, who sits on the front seat with the steering handle, D,
in his left hand, which is connected to the two front wheels.
The front wheels are placed on pivot axles which are connected
together by a rod crossing and joining the two levers on the
pivots which is again joined by a universal joint beneath the
carriage to the steering handle, D. On the driver's left is the
steam valve, A 1, giving steam to the high-pressure cylinders,
and the valve, A 2, giving steam to the low-pressure cylinders.
E is the reversing lever, and G is the hand brake, while the foot
brake is shown at F. It will be seen that all operations are
immediately under the control of the driver.
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W
The Bush bury electric dog-cart (Fig. 6, p. 319), manufactured
by the Electric Construction Company, Wolverhampton, from the
design of Mr. A. Blackburn, M.I.C.E., is one of the neatest,
beat-appointed vehicles for private use that we have seen for
some time. As will be gathered, it presents an exceedingly
-elegant appearance, and it is difficult at first sight to see how it
is propelled, nothing savouring of mechanism being visible save
■a casing under the body of the car. This vehicle is designed to
'carry two persons seated side by side. The motive power is
derived from accumulators, which, under ordinary conditions,
^M^
Fio. 8. — " LtFir " Steam Van (Rear Transverse Section).
hold sufficient charge to carry it from 20 to 25 miles at an
average speed of 9 to 10 miles an hour. The total weight,
including accumulators, is about 14 cwt.
The accumulators, which are of the Faure-King type, number
40 in all, and are carried in four boxes, each containing 10 cells.
They are manufactured by the E.P.S. Company. The total
weight being about 5 cwt. : the total capacity is 40 umpere
hours at a -discharge rate of 5 amperes, or about 28 ampere hours
at a discharge rate of 15 amperes. The cells can be charged in
about seven hours from a 100 volt circuit. Terminals are.
provided for enabling this to be done without shifting the cells.
.These cells supply current to a double, pole series wound motor,
which has a drum wound armature with Eickemeyer coils.
The current delivered by the cells is 10 amperes at 80 volts,
and at 700 revs, the commercial efficiency or the ratio between
the current supplied and the work performed is about 80 per
cent. The motor is suspended beneath the footboard by a
flexible attachment to the footboard, and the motion of the
armature spindle is transmitted to the sprocket driving wheels
by means of a Renold pitched chain. The driving wheels are
carried on an axle which is in two parts, uni'ed by a differential
bevel gearing. The sprocket wheel is 20'."> inches diameter,
the driving wheels 39 inches diameter,
and the steering wheel 45 inches
diameter. All these wheels, excepting,
of course, the sprocket, are solid rubber
tyred and fitted with ball bearings.
The gauge is 4 feet 6 inches and the
length of wheel base 5 feet 6 inches.
The front wheel is steered by means
of ordinary reins, and when the wheel
is locked, owing to the peculiar method
of attachment, it is thrown out of per-
pendicular, thus greatly adding to the
stability when turning.
The switch gear is placed under the
driver's seat, and consists of a reversing
and controlling switch, the former
actuated by a vertical lever on the
right hand, and the latter by means of
a sliding contact seat, having four
positions, viz. : — (1) off; (2) two
parallels of 20 cells in series in circuit
with the motor ; (3) 40 cells in series
in circuit with the motor ; (4) 40 cells
in series in circuit with the motor, but
with a resistance in parallel with the
magnets.
Thus three speeds are provided,
practically corresponding to the paces
of a horse, viz., walking, slow trot, and
fast trot. An electric brake enables
the speed to be checked when descend-
ing gradients, and in addition there is
a hand brake actuated by the foot,
capable of bringing the car to a stand
within a distance of a few feet.
It will thus be seen that the cart will
do about as much work in the day as
_ one horse for every day in the year, but
by having a spare set of accumulators it
will do as much as two horses.
A person using a car of this descrip-
tion, and living within a few miles of
an electric supply station, could easily
at small cost, say not more than 3d.
per unit, arrange for charging his
accumulators, which could be sent and
returned by rail. Most electric lighting
companies using continuous current
would gladly entertain any chance of
*~ increasing their day load. We have
no doubt that the Bushbury Car will
be largely patronised by medical men
esidents of limited means, for whom it. seems
and country
very suitable.
Messrs. Roots and Venables, of Westminster Bridge Road,
London, entered two vehicles, the one u four-seated Petro dog-
cart, and the other a Petro tricycle. The general appearance of
these is shown in Figs. 7 to 12 (pp. IWO-354).
Dealing with the dog-cart first (Fig. 7), Fig. 8 is an elevation
and Fig. 9 a plan. The great merit of the motor designed by
and brought to a considerable degree of perfection by this firm
is that ordinary petroleum, which can be purchased anywhere,
is used as the "source of power. The motor is a twin-cylinder
one, giving off 3-2 . brake, horse-power at OIO revs. The
1 a 4>
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[JtTN 0, 1897.
cranks are placed opposite each other, thus ensuring good
balance. They are enclosed in a chamber partly filled with
lubricant, and there is thus no risk of heated or warm bearings
from mud and dust attaching to the working parts. A silent-
runniog chain connects the crank-shaft to a countershaft, on
which are keyed the friction clutches. These clutches drive
either of two chain wheels, which are connected by chains and
chain wheels directly to the axle. The method of governing is
that of operating the exhaust valve and the oil feeder simul-
taneously and by the same mechanism, by which means a clean
exhaust is obtained ; and the construction of parts surrounding
the vaporiser and igniter relatively to one another ensures com-
plete combustion. The method of governing was only arrived
at after many years of experiment. The automatic burner for
Fio. 8a. — Back View, showing " Watkb Back."
heating the ignition tube enables the motor to run continuously
as long as it is supplied with oil, without any attention
whatever.
There is an automatic feed deliver}* for each working stroke,
and the function of the governor is to cut out feeds of oil
according to the load. The cooling water for the cylinders
is forced through the jackets, it then traverses the whole of the
upper tubes of the frame and then by half the lower tube to
the water tank, thence by the other side of the lower tube of
the frame back to the pump. This enables a much less quantity
of water to be carried, the tubes owing to this surface forming a
very efficient cooler.
There is only one countershaft, which not only drives the axle
directly, but also operates the valves and carries the governor.
It has been found by experiment that it is preferable to have
the driving countershaft directly over the axle rather than
placed horizontally with it, and to have an intermediate stiff
spring, because in meeting with a large obstacle, such as a
brick, the driving wheel, if the car is going at a slow speed with
but little momentum, is suddenly checked, and the chain may'
snap or shear a tooth off the wheel ; in this car the chain
slackens to reduce the jar, slack in the chain is easily taken up,
and the chain can always be kept tight, it also runs more
smoothly, and the power is conveyed through the clutches mora
evenly and steadily.
The steering of the car can be done at full or slow speeds with,
the finger and thumb, and is always positive.
No gear wheels are used anywhere in the motor, all driving
being done by chains in order to reduce noise.
Fio 3b.— Fbont View, showixg Fcbnacb.
One valuable advantage possessed by this motor is that it can
be quickly started from " all cold."
The mechanism of this firm's Pctrocycle (Figs. 10, 11, 12), is
similar to the foregoing, the motor in this case being however
but of H brake horse-power. There are, however, important
differences in the arrangement for cooling the water. The water
tank is placed on one side of the frame to balance the fly-wheel on
the other. The cooling water is conveyed from the tank through
the tubular frame of the car, and pauses through a coil of pipe
surrounding the fly-wheel, and is thus cooled by the air given off
at the periphery by rotation. The ignition tube is first heated
by a separate lamp, which is removed or extinguished as soon
as the engine is started. The tube is afterwards kept hot by
means of an automatic burner.
The special features claimed for this motor are : — The
tubular frame for conveying and cooling the jacket water, and
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the coil round the fly-wheel for cooling the latter ; the automatic
burner ; the method of making the same governor govern both
the oil feed and the exhaust valve ; the disuse of gear-wheels,
all the driving being by chain and chain-wheels ; the construc-
tion of the ignition tube relatively to the port and combustion
space, thereby enabling complete combustion to be obtained.
Oil InM
Oil Vapour
the foot lever is held down, and the back of the belt pressed on
to a pulley fixed on the intermediate shaft. A brake is held on
the fly-wheel by a spring to control the engine when the
Fio. 4. — Plan op " Lifo " Genebatob.
The Yeovil Motor Company's car (Fig. 13, p. 355) is a neat and
compact dog-cart, suitable for two persons, and with room for a
portmanteau.
It is driven by a two-cylinder Petter patent petroleum-
eugine, working on the Otto cycle and using ordinary jietroleum.
The cylinders are arranged side by side, and fire alternately.
The explosions are effected by means of two ignition tubes,
Oil Irttl
Fio. 5.— Suction of " Lifu " Bubnkk.
carriage is at rest. When the carriage is in motion this brake
is held off by a hand lever. Two pairs of ordinary carriage
Fio. G.— Bishbiby Electric Doo-Cabt.
heated by a single blow lamp. The air inlet valves of the i
motor are operated by the suction of the piston, the exhaust
valves by means of levers driven by chain gearing from the
crank shaft. The motion is taken from the crank shaft to an
intermediate shaft by means of sprocket wheels and chains,
reducing the speed in the ratio of 2-8 to 1. A friction disc on
the intermediate shaft is made to grip the chain wheel by
lateral pressure applied to the end of the shaft by a hand lever.
Tl»e intermediate shaft drives on to the rear axle by either one
of two chains, the one gearing in a ratio of 12 to 32 and the
other of 6 to 36, providing fast and slow speeds of 10 and 4
miles respectively.. A square clutch on the intermediate shaft
between these two chains throws either one of them into action.
The rear axle drives one only of the rear wheels of the carriage.
The reversing motion is taken from the crank shaft by a belt.
This belt drives a loose pulley carried on a foot lever. When
reversing, the friction clutch for forward driving is released
brakes are applied to the rear wheels, and the reversing motions
provide a strong additional brake in ease of emergency.
The Holroyd-Smith benzoline motor phaeton (Fig. 14, p. 355)
is an ingeniously constructed machine possessing many elements
of originality. As befits a pioneer in electric tramway traction
worm-gearing is employed. Why, it is not very apparent ; the
absence of drawings makes it somewhat difficult to describe
this motor at length, but we may say the engine is a twin
cylinder, one giving off about 21 to 3 brake horsepower, and
it is placed longitudinally, the 'motion of the shaft is trans-
mitted by toothed gearing and a worm to the driving axle.
To each cylinder is fitted a silencer consisting of a cylinder fitted
with baffles. Another feature is the coil water cooler. The
method of carrying the car on a double framing anil the wheels
on ordinary springs combined with spiral springs working in a
kind of horn plate no doubt has advantages, but we failed d<
appreciate them. The fuel capacity of this motor is, we iindcr-
•1 H
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[Jckb, 1897.
stand, about five gallons, sufficing for a run of 60 miles at a
speed of about 10—11 miles per nour on the level. The total
weight being about 75 ton.
The next motor (Tig. 15, p. 356) is entered by Mr. Cornell.
Owing to our inability to obtain drawings or even much
information concerning it we must be content with the briefest
description. We understand that light oil is employed in an
ordinary Otto cycle engine having electric spark ignition.
Neither this motor nor its performances call for any special
notice.
Another motor-car was entered, viz., a handsome Victoria, by
the Electric Motive Power Co., but was withdrawn from the
competition. "We give a general view in "Fig. 16 (p. 357), and
Figs. 17, 18, 19 (pp. 358-360) are respectively a plan, transverse
section, and elevation, showing details of the motor and gearing.
of some half-a-dozen vehicles instead of 70, as was anticipated
some months ago. During last month the manufacturers with
one accord began to make excuses, and the plea generally put
forth was inability to complete their machines in time, so that
there must be at least 50 motors of different design scattered
about in the " shops," and no doubt we shall hear of them in
the coming bye-and-bye.
Speaking generally, all the vehicles showed merit and advances
on former performances. Although the judges have not deemed
it necessary to carry out the programme yet the performances
are distinctly encouraging, and those who competed have no
reason to feel unduly depressed at their non-success in capturing
any part of the kudot (not to mention the more material money)
that was offered by The Engineer. One word in conclusion.
Much, aud we think undue, importance was attached to the
Fig. 7.— Roots asd Vbnables' Pjstbo Dog-Cabt.
The power for propelling the carriage is obtained from 32
Epstein (120 ampere hour) cells. A two brake horse-power
series motor is geared to the driving wheels through double
reduction spur gear, flexible couplings allowing for the play of
the springs on the carriage. The resistance switch is worked
by a to-and-fro movement of the steering handle. The steering
wheels are centrally pivoted so as to enable them to be turned
with the minimum of effort. The brake is an ordinary foot brake.
As regards the trials in the Crystal Palace these duly came off
in the presence of the judges on May 27 and 28, and on the
latter date were summarily terminated by the posting up of the
following official pronouncement : — " The judges have decided
that they cannot award a prize to any of the cars exhibited.
It will, therefore, not be necessary for the trial run to Birming-
ham to take place. Although the judges cannot see their way
to award any prizes, the steam car of the Liquid Fuel Engineer-
ing Company, and the Bushbury electric car of the Electric
Construction Company are highly commended."
Thus then the competition resolved itself into aii inspection
question of offensive smell emitted by the motors, and during
the trials the smell of partially consumed petroleum was very
pronounced, especially at starting and stopping. Whether
these fumes are more objectionable or offensive than the fcecal
emanations of a horse is, of course, a matter of taste. We
prefer the petroleum, because we do know what that is ; but
no one, not even a sanitary expert, can say what may be in the
latter. At the worst, the petroleum involves a deposit of pure
carbon in the air passages ; the other means the absorption
of millions of microbes, which may be anything from anthrax
to glanders, in any case they are cadaverous, and set up ptomaines
in the system. At present there is apparently a prejudice in
favour of the retention of horse manure, and we are not disposed
to quarrel with those who prefer to put their trust in chariots
and horses rather than in automotors. Thus The Engineer
competition.
I " Cuando escribe, refierese Al " The Automotor a»u
Horseless Vehicle Journal."
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THE AUT0M0T0E AND HORSELESS VEHICLE JOURNAL.
353
THE
PRESS ON THE MOTOR-CAR
COMPETITION.
Thb failure of The Engineer Motor-Car Competition has naturally
been much commented on in the Press, and confidence iu the
future of the horseless vehicle is, as a consequence, much shaken.
It has lieen very generally assumed by writers in the non-technical
Press that no reliable automotors are at present manufactured
in this country. We are told with wearisome iteration that
the industry is (of course) " in its infancy." The air of profound
wisdom with which this bald platitude is trotted out by scribes
in the daily Press is not a little ludicrous. On inaccurate
premises and with that general all-round knowledge of nothing
in particular which distinguishes the ordinary non-technical
journalist, conclusions are formed and opinions uttered which
are repeated ad lib. by that shining light the " Man in the
which is much more exacting. And then after all comes the
: question — are motor-cars wanted ? Will there ever be so full a
| demand for them that money can be legitimately made out of
j their manufacture I There are not lacking those who assure us
that the motor-car has been slain by the tramcar and the bicycle.
Time alone can settle the question. The world may rest assured
that if a motor-car is really needed it will in time be produced."
I How truly moral ! In an earlier |>art of the same article it
. complacently washes its hands of the business thus : — " One
result of our essay has been satisfactory. It has cleared the air.
[ It has placed the world in possession of facts concerning the
motor-car industry in this country. There is at present no such
industry. There is no such thing as a thoroughly satisfactory
self-propelled vehicle. If a motor-car of the kind existed it
would have been submitted for competition."
Engineering quite endorses all this and goes a little bit better.
It casts aside the severe air of the technical critic and becomes
positively facetious : — " It must be always rememl>ered that a
Fio. 10. -Roots asd Vknables' Pbthocyci-e.
Street"; and in all societies one hears the before-mentioned
"wheeze" delivered as though it were some Delphic Oracle.
With the daily Press — always so woefully at fault where
mechanical matters are concerned — we need not concern our-
selves any more than to deplore the inaccurate and misleading
opinions which have been expressed as a result of The Engineer
competition fiasco. The technical Press, we regret to observe,
is apparently also disposed to draw erroneous conclusions, and
it would seem that the automotor is regarded much in the light
of the mauvait tujet of the highly respectable and extremely
well-connected engineering family, and is, one would think,
doomed to bring the grey hairs of its sponsors with sorrow to
the grave.
The Engineer is naturally grieved at the failure of its well-
intentioned efforts to make the automotor a respectable member
of society. Says our contemporary : — " The motor-car has yet to
be made. It may be that it has not as yet been invented. This
we say with a full appreciation of what has been done in France.
It must not be forgotten that what will satisfy our French
neighbours will not at all satisfy public opinion in this country,
locomotive with steering gear added is not a motor-car, even if
petroleum take the place of coal and also of water."
Perhaps our contemporary will kindly explain what in a
motor-car ? Engineering then continues :— " The motor-car
of the future must be able to compete with the horse, not
only in his capacity for speed but also in economy of keep and
attendance. For years the problem has been studied iu relation
to tramways, and, speaking generally, it lias ended in failure.
A tramcar generating its own motive power without nuisance
either to passengers or public, and running economically in
comparison with horse-traction, yet remains to be produced.
The motor tramcar is, however, an easy problem compared with
the motor-carriage or omnibus, and it will be a very consider-
able time before it attains the dignity of constituting an industry.
As an instrument of sport, affording plentiful chances of sudden
death from collision, upset, and explosion, the spirit-car will
satisfy the aspirations of any reasonable man, but it is just
these capabilities which put it out of court as a commercial
vehicle."
It is not often that our two elderlv contemporaries agree, but
•> ii :5
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Fig. 18.— Thb Yboyil Mqtob Cq«p4ky's Doo-Caet.
Fig. 14.— Thb Holboyd-Smith Bbnzounb Motob Phaetojj.
2 h 4
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Junk, 1897.
when they do their unanimity is wonderful. Despairing of a
friendly and sympathetic word we turn to the Electrical Review,
only to find that it too has not a good word for the automotor.
The Review naturally may reach the same conclusion as any other
paper, but it must get there quite " on its own," or it would not
be the Review. Says it: — "Our contemporary (not us but
The Engineer) has mode in the aforesaid ponderous leader a few
good points. First, that it is obvious that the motor-car
industry of this country is practically non-existent. No one
will gainsay this so long as they adniit that vehicles using
petroleum spirit were properly excluded. The exclusion of
this class from the competition practically assured the status quo
of the 1,100 guineas. At the present time the spirit engine is
the only motor that has effected much. True it smells, it can
only creep up hills, it? vibrates, it is noisy, and so on, but it is a
success, and it was ruled out, and being so negatives the claim
made by The Engineer that the best England can do at present
some Respects, and hence it is consigned by the technical
Pecksniffs to everlasting damnation. Fortunately the auto-
motor has its admirers, and is not quite such an outcast as
our contemporaries seem to think, and is, in fact, being quietly
perfected and improved. We should, however, like to see an
atftomotor designed by our contemporaries. Since no automotor
at present meets with their critical approval, why not give the
world the benefit of such superior knowledge ?
It was certainly rather rough for The Engine*r to declare that
thay did not believe that any motor-car industry properly
so called is carried on at Coventry for other than Company-
promoting purposes. Mr. H. Sturmey, the Acting Chairman
of the Daimler Motor Company, promptly requested the
retractation of this (if false) very damaging statement ; The
Engineer refuses to do anything of the kind, and no doubt
more will be said about the matter in a very different place.
Mr. Harrington Moore, of the Motor-Car Club, likewise feels
Fio. 15.— Cobnkh Oil Cabuiaob (Bb.vz System).
was to be seen at the trial." And again : — " At the same time,
while not agreeing with 27(6 Engineer's methods or mode of
reasoning, we may agree that the motor-car is yet to be made.
Not merely as a machine is it far from perfect, but as a carriage ;
it is equally imperfect. Tied down to the exterior appeaiunee j
of the horse-drawn vehicle, and apparently, also afflicted with
the fear of the older locomotive men that drove them to adopt .
low centres of gravity, the motor-car men of to-day put their i
passengers as near the road as possible. Why cannot they
place them well above the ground with a clear view over the J
hedge rather than into the ditch, and thereby find machinery
room below him, so escaping at once from the thraldom of the
old design, and the necessity of cramping their machinery into
the narrowest possible space." I
With very much of this we cordially agree, and makers of
auton.otors would certainly do well to depart from the traditions (
of elderly carriage makers, and endeavour to imitate a Post {
Office van as little as possible. It is evident that the auto-
motor car is not liked by our contemporaries. It has been j
weighed in the Press balance, and has been found wanting in '
grieved at the utterances of The Engineer, and writes our
contemporary to pass no rude remarks about the Daimler Motor
and the Coventry industry. In this case, too, The Engineer is
not disrwsed to accommodate. Mr. Moore. Really, it would
seem that this unfortuuate Competition is producing very
untoward results.
WWWW^^^^^^V^«^A^^«
The Bolide Mototte Some satisfactory running has been
done lately by the Hon. C. S. Rolls on a Boll6e tandem tricycle,
including two runs from Coventry to Cambridge, a distance (by
the route taken) of about 90 miles, which were accomplished
without any serious trouble with the mechanism. The machine
is a racer, fitted with a cylinder of extra large diameter for high
powers, and seems to have given considerable satisfaction.
Indlarubber — Erratum. — By a clerical error the price of
indiarubber per ton was stated by us in our article dealing with
this in our May number as £16 10*. It is palpable that this
should have been £216 10*.
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THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
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SOME DISADVANTAGES OF THE HORSE.
We are all familiar with the usual plea urged in defence of
betting and horse racing, viz., that it encourages the breed of
horses. And to this noble end thousands of people devote their
the ethics of those who, in various ways, are interested in horses,
but we wish to point out that from a purely business point of
view the horse is, notwithstanding all that its admirers may
say to the contrary, about the most expensive means of
locomotion that can be devised. It has been truly remarked
that the great advantage of the horse is that it gives employ -
Fig. 16.— Eibctbic Motive Powkb Cokpaht's Victoria.
time and money, from office boys who steel petty cash and
postage stamps, to the mechanic who " 'as 'is little bit on " ; and
from prosperous business men and shopkeepers to noble members
of the Beerage and the Peerage, who sit upon magistrates'
benches and dispense good advice to delinquents upon the evils
attending betting, $e, We are not, however, concerned with
ment to such a large number of trades. It doe« indeed. In the
good old days— we don't know precisely when these were— but
it does not matter, there was usually work for all that wanted
it Nowadays the inevitable and proper tendency it to lessen the
amount of toil and save the expenditure of energy— which means
money — in every possible way. The extinction, or rather tin-
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Junk, 1897.
disuse of the horse for any but purely luxurious purposes is a
scientific certainty ; just as the disuse of sails for marine pro-
pulsion is. Sailmaking is practically an extinct art in this
country, and is confined to the yachting port ; so it will be
with the horse, that noble but nervous animal will be used for
hunting, racing, and circus riding, and such like luxurious
purposes. Our present object is, however, to point out a few
reasons why it can hardly be deemed sound economy to purchase
a horse for business purposes. Leaving aside the first cost, there
is the food, which must be regular in supply, sufficient, and of
good quality ; the stable must be a building, which conforms to
sanitary laws, which means it must be well drained and ven-
thing ; every business man knows that the less the number of
subsidiary trades he employs the greater are his chances of
success. Thus the great objects of the employers in such trades
as shipbuilding, engineering, iron and steel making, mining, &c,
is to reduce as much as possible their dependence upon other
trades, and to make their own industry simple and self-con-
tained. Similarly the horse, inasmuch as it involves the
employment of so many other trades, is bound to be replaced
by the motor-car. Even in their present state of development it
is much cheaper to maintain a motor-car for light business
purposes than a light horse-drawn van. The former requires
no stable — a tarpaulin thrown over it gives ample protection
Fig. 17.— Blbctbio Motive Powbb Cohpany'8 Victokia (Plan of Motor).
tilated, well supplied with water— in short, in all but a fireplace
and bedding it must be as well built as the master's house.
All this involves money, and the services of a groom. We then
have to consider that a horse is just like a woman — never
continuously well ; this means the " Vet." and his fees, or it
may mean, m addition, the loss of the beast. Much more might
be said on this head. Another trade is the harness-maker,
which again involves the leather-maker, or tanner ; then we have
the farrier who supplies the shoes, without which the horse, in all
developed countries, would be of little use. If, as recently, the
farriers go out on strike the locomotion that depends upon horses
becomes paralysed. The horse is indeed the hub or centre of
a wheel of employment ; if one spoke is damaged the whole
thing upsets. Of course the master or owner pays for every-
against the weather ; it will run at a cost of less than 2d. per
horse-power hour, this including fuel and wages.
Apart from the disadvantages inherent in the employment of
animals for power purposes we have to consider the objections to
the use of horses in crowded cities. In our leading article we
have referred to the disgusting and oifensive f cecal emanations of
the horse. In streets this nuisance is much more serious, and it
requires a large army of sweepers to prevent our cities from
becoming immense cesspools. It is only by the most vigorous
sanitary precautions in such towns as London, Liverpool,
Manchester, &c., that outbreaks of fever and other diseases .are
avoided.^ For humane reasons too the use of the horse in towns
is to be in every way deprecated. The slippery condition of our
streets in wet or damp weather involves the sacrifice of thousands
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jdne, 1897.
of horses, and this alone constitutes an expense which might well
be avoided. In the City it is a common sight to see the traffic
stopped because half a dozen horses have fallen. We have
ourselves seen no less than five horses down in Cheapside at one
time, of which three were dead or dying from fractured pelvis.
Only last week a most painful sight to thousands of people was
witnessed in Kensington High Road. Three horses had fallen ;
they had evidently split their pelvis and were dying an agonising
death — plunging and kicking m a way most distressing to behold
These horses were not " old crocks," such as one sees falling
dowu from sheer exhaustion, but were fine animals owned by
firms of the highest repute, one being owned by Messrs. Gilbey,
who have done 30 much for the horse. We estimated that these
three horses represented at least £200. Indeed we can't go to
the City in wet weather without meeting convincing proof of
the unauitability of horse for traction purposes.
THE CREWE AUTOMOTOR TRIALS.
[by our special commissioner.]
As soon as the development of automotors began to make
decided progress, about two years ago, the Royal Agricultural
Society of England saw the possibilities these motors possessed
as forming a cheap means of conveying produce and what not to
market, and they therefore decided to offer prizes for vehicles
specially designed for traction purposes. The trials of the cars
entered for competition were arranged to take place at Crewe on
June 10th, and thither our Special (Commissioner duly journeyed
on the day previous.
On Arriving
at the Station Hotel, from the yard of which the run was to
Fib. 19.— Elkctric Motivb Power Company's Victoria (EleTation through Motor).
Towing an Electric Motor-Car. — A somewhat novel sight
was witnessed in London recently when the Hon. C. 3. Rolls,
with his Peugeot phaeton, towed an electric four-seated car
weighing nearly a ton, which had exhausted its current, from
.Chelsea to Mansion House, City, without a hitch, maintaining
on the level a speed but very little below the normal speed of
the former vehicle. This performance does great credit to the
Peugeot car considering the weight of the towed vehicle.
«MMMMM*«MA^M#«««««m*^M
THB AUTOMOTOR AND HORSELESS VEHICLE JOURNAL DlARY
contains over 100 pages of information. Price 6d. ; post free,
Id., of Messrs. F. King and Co., 62, St Martin's Lane, London,
W.C. See it for the English and French equivalents of Weights,
Measures, and Distances.
start, hopes of good things were raised by the fact that the
house was full, a number of gentlemen interested in or con-
nected with automotors staying there, while Mr. Clarke, the
Secretary of the Royal, had booked rooms for a party of seven,
including
The Judges,
who were three in number, and included Sir William Anderson,
K.C.B., F.R.S., of Erith, Kent ; Bryan Donkiu, Esq., of London ;
and F. W. Webb, Esq., C.E., of Crewe.
Although there was, therefore, a goodly smattering of people
interested in the trials, it was not very encouraging to learn,
that so far none of the vehicles had put in an appearance, and
in fact it was no easy matter to gather any information from
the " inhabitants," who, strange to say, seem to take but little
interest in the matter. A little persistence, however, proved
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THE AVTOMOfOli AtfD HOUSELESS VEHICLE JOUMAL.
3d
successful in so far as to learn that it was intended to make
a run of 50 miles out and 50 miles back in the direction of
Derby, and that the judges and other spectators were to follow
the vehicles in wagonettes. The advisability of this step will
be apparent when it is remembered that the vehicles in the
chief class were not intended for passengers, and therefore
offered no accommodation ; while, on the other hand, it would
hardly have been fair to burden them with additional weight in
excess of the load enjoined by the rules of the competition.
Such, in brief, was the position up to evening, when neither the
prospect nor the weather was very propitious. Later on the
first arrival put in an appearance in the form of the motor-
wagon of the
Lancashire Steam Motor Company,
Leyland, Lancashire, which was entered in the 1st class, viz.,
substitutes for light spring carts, the prizes offered being £100
and_£50. There were no entries for the 2nd class, of heavier
vehicles. In an interview with the firm's courteous Mr. Spurrier
I was able_ to learn the following particulars concerning their
motor, which had come a journey of close on 50 miles to be
ready for the start at 9 o'clock next morning. The van is- four-
wheeled, with steel tyres, and the body is of greater capacity
than was to be expected. It is roofed with sheet metal, and so
constructed that all the rain falling on it is collected and passed
to the water-tank. The condenser is situated on the roof, con-
sisting of a number of brass tubes indented on the Ro we system.
Liquid fuel is used for steam raising, the boiler and the firing
arrangements being special patents which are the property or
the firm. The boiler aud engine are placed in the front of the
van, the former being a vertical multitubular boiler, the 84
tubes being of copper, and the shell steel. The engine is a
vertical compound, of the marine type. The tubes and copper
firel)ox present a total heating surface of 50 square feet The
connection with the engine is made by a steam dome, which
thoroughly dries the steam and prevents priming.
The crank shaft revolves in one direction only, and is con-
nected with a secoud motion shaft with clutch gearing, which
gives three changes of speed, and also reverses. From the
second motion shaft the power is conveyed to a third shaft, an
which the driving-chain pinions are fixed, and the compensating
gear. Powerful pitch chains convey the power to the road
or driving wheels. The boiler, engine, and gearing are so dis-
posed that the Weight on the steering wheels are kept constant,
and as the clutch levers, &c, are all in front one man can easily
attend to the car. Steam can be raised in a few minutes, and
any ordinary petroleum lamp oil can be used. The partition
which separates the boiler and engine from the car does not
restrict the rear view of the driver. The oil and water are
carried in a cylinder under the van. The cost of running has
been found, from a number of experiments, to be about one
penny per hour. The weight of the car and driving plant is
26 cwt. The speed ranges from three miles per hour uphill to
six on the level, averaging, as a rule, five miles an hour.
The Route
as officially announced, was as follows : — Start from station
opposite Crewe Arms Hotel, past Wheelock to Sandbach.
Bear to the left from Market Place at Sandbach, along Congle-
ton Road, bear to the right at the fork a mile out, opposite a
house with pink may and rhododendrons in the garden. On
arriving at Congleton turn to left at Lion and Swan, then
to right, and again to the left where four roads meet, taking
the Buxton Road hill, passing Buglowton. At the Yew Tree
Farm keep to the left until the Macclesfield-Leek Road is
reached, then turn to right, and after passing Rushton bear to
the right where the signpost points to Leek and avoid the old
road. Pass Hanging Gate public-house, and straight on to
Leek. Pass Leek Church and turn to the right down Market
Place. At the bottom turn to left and bear to the right along
Ashbourne Road, passing New Carlton. In middle of Ash-
bourne turn to the right where four roads meet. Take the one
to Derby, bearing slightly to the left until the five-milestone
from Derby is reached. Turn round and return by the same
ronte to Crewe.
The following morning it was found that no other car had
arrived for the competition so that only one out of the three
entries put in an appearance. A Daimler car, however, had
arrived from Coventry with a party to witness the run.
By nine o'clock steam was up and things shaping well for a
start, but it was 10.25 before the judges had made their inspec-
tion and weighed np the load, which in this case was 12 cwt.
It then transpired that the trial run had been shortened to
Leek. Bv 10.30 we were off,the party including, among others,
others, Mr. Shrapnell Smith (Secretary, Self-Propelled Traffic
Association, Liverpool) ; Mr. Coulthard and Mr. Tomlinson
(of Preston); Mr. Samuelsoii (Banbury), Mr. Courtuay
(Engineer to the Royal Agricultural Society), while a
number of others followed on bicycles. About three miles
out some trouble was experienced by side slipping which
rather upset the steering, these three miles having been
accomplished in 30 minutes. At Wheelock Canal Bridge
there was a remarkably sharp hill culminating in the high
crest of the bridge itself. On sighting it there was a
flutter in the judge's wagonette and many thought the rise
would prove too severe a test. It was pleasing, therefore, to
Bee that the hill and bridge were taken very nicely with only a
reasonable slackening of the speed, and apparently with far
less effort than by the horses and cyclists. The six miles to
Sandbach were made in the hour. Practically speaking all there
was to see had been seen, and certainly the van appeared at its
best when hill climbing.
An hour and a half were lost owing to slight accident with
the steering gear, so that the trial was eventually restricted to
the journey to Congleton and back, the average speed attained
having been 6j miles per hour, which shows that the Company
had not exaggerated their claims in the first instance.
In making a mental survey of the whole we feel that before
criticising in any way it is only fair to explain that the van was
largely an experiment The general system was a step in the
right direction, and power had not been sacrified for speed, as
the hill tests proved. The steering gear seemed the most
unsatisfactory part, as it could hardly be said by an impartial
critic that the van was always under perfect control. It is,
however, an open question whether this was so much due to the
steering gear as to the side slip of the steering wheels. Although
it is known that the wear and tear on rubber tyres on the
driving wheels with heavy vehicles is excessive considering their
cost, still we venture to suggest that the addition of rubber tyres
to the two steering wheels would do much to overcome this
difficulty of side slipping. In the matter of emitting smoke or
visible vapour it is at present almost impossible to attain per-
fection, and although on the whole the van was satisfactory in
this respect, there is still room for improvement, before the
regulations of the Board of Trade can be said to be fully com-
plied with. As a whole, however, the firm are to be congratulated
on having produced a van which, as an experiment, is a success
and gives good hope for the future.
Lastly, we would venture to suggest that if the autoraotor
industry is to be fostered it will be well for those getting up
competitions to bear in mind that people interested in these
trials like to know a little about the probable arrangements,
and that courtesy costs nothing. If those who take an interest
are to be always treated as in the case of the Crewe trials, there
is every prospect of their ardour flagging away to nothing.* This
may not greatly concern the organisers, but it is not fair to the
competitors, who would thus lose half the benefits that should
accrue from their competition. In the present case as only one
van ran it could scarcely be considered a competition, and so the
judges decided that no prize should be given.
«vww>Mmfvw<MnMiwv>i
For the Regulations respecting Automotor Carriages and
the Carriage of Petroleum, see Thb Automotor and Horseless
Vehicle Diart and Pocket-Book for 1897, which contains
over 100 pages of information. Price 6rf. ; post free, 7</., of
Messrs. F. King and Co., 62, St. Martin's Lane, London, W.C.
2 c 3
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jc*«, 1897.
LAW REPORTS.
Reid f. Hooley and Rucker.— The Appeal of the
Defendants dismissed.
The action commenced against Mr. Hooley and Mr. Rueker by
Mr. Reid for damages consequent on his having subscribed for
125 shares in the Grappler Pneumatic Tyre and Cycle Company
(Limited), as to which he alleged conspiracy between the defend-
ants, on June 2nd came before the Master of the Rolls and
Lords Justices A. L. Smith and Chitty, the defendants appealing
from the decision of Justices Grantham and Wright, sitting as
a Divisional Court, and refusing to strike out the plaintiffs
statement of claim as not showing reasonable ground of action.
Mr. Bighani, Q.C., and Mr. W. Graham were counsel for the
appellants ; and Mr. Carson, Q.C., appeared for the respondent
plaintiff.
Mr. Graham, in stating the case for the appellants, pointed
out that the plaintiff's statement of claim alleged a conspiracy
by the defendants to spread a rumour that they had purchased
the Grappler Pneumatic Tyre and Cycle Company, in conse-
quence of which the £1 shares of that concern, which at one
time wtre as low as from 1*. 9d. to 4s. each, went up to £4 each.
By causing this rumour to be spread, the statement of claim
went on to say, the defendants had sought to benefit themselves
and to cheat and defraud the public by their purchase of shares.
For the purposes of carrying out this conspiracy the defendants
(the claim went on) purchased shares in the Company, and
caused it to be publicly known that they were negotiating for
the purchase of the undertaking, and ultimately, by an agree-
ment dated May 12th, 1896, they purchased the undertaking for
£385,000, a provision being contained in the agreement enabling
the defendants to cancel the agreement and to refuse to complete
it on paying £25,000. The statement went on to say that the
price thus agreed to be paid was absurdly exaggerated and had
no reference to the real value of the Grappler Company, nor
had the defendants any intention of carrying out the purchase
or of paying more than the £25,000. In further pursuance of the
said conspiracy, it was likewise charged, the defendants caused
a letter to be written by their solicitors to the Irish Timet stating
that the negotiations for the purchase were then completed.
Lord Justice Smith remarked that what was said was the
defendants told a lie, and that they never intended to act upon
the agreement
Mr. Graham said the statement went on to say that, it
having become publicly known, as defendants designed it should
be, that this Company had been bought, so absolving the con-
cerns it had been thought desirable to amalgamate, the price of
the shares of the Grappler Company rose to £4 or thereabouts,
the defendants never completed the purchase, but sold the
shares they had acquired at a profit far in excess of the £25,000
they had agreed to pay as a forfeit ; and plaintiff claimed that
he had suffered damage, consequent on the publication of the
alleged purchase by the defendants, through the purchase of
125 shares.
The Master of the Rolls : Suppose they prove all this ?
Mr. Graham said his clients were not to be responsible to
everyone who chose to believe what he read in a newspaper,
and on it to go and gamble in shares on the Stock Exchange.
The fact was that plaintiff, having found out by inquiries one
half Af the agreement, and not having discovered the other half,
now wanted to base an action upon it.
Lord Justice Smith : You only told him one-half.
Mr. Graham : We told him nothing.
Lord Justice Smith : Oh, yes, you did.
Mr. Graham : Well, all we said was that we had entered into
an agreement, as we had. We said nothing about terms ; but
plaintiff found out things through friends of his connected with
the Company. If things leaked out, the defendants were not
liable to people who chose to act upon such information.
Lord Justice Smith : Why did you instruct the solicitors to
write that letter to the Irish Times '(
Mr. Graham said because it had been represented, in con-
nection with a £5,000,000 scheme then being talked about, that
the defendants had not obtained the whole monopoly so long as
this Company was outside, aud it was written to show the
defendants had concluded an agreement acquiring this particular
property.
Without calling on Mr. Carson for the plaintiff in support of
the judgment below, affirming his right to proceed, the Master
of the Rolls said they had beard a wondrouslv innocent and
plausible comment on this innocent transaction, but he was too
old to adopt it. Because, after all that Mr. Bighani had stated,
it came to this : — I cannot deny that this statement of claim
suggests an ill-looking fraud, but it is not clear enough— it is
not sufficiently specific. All this Court had to do was to take
the statement of claim, and see whether it disclosed a cause of
action. It said that the defendants invented transactions with
the aim of running up the shares, and then they intended to
sell to people who could be induced by these representations to
buy ; that they never intended to pay £385,000, but they did
intend to pay and actually had paid £25,000, and had put into
their pockets the difference they had received over this
amount on the figure to which the shares went up. Was it not
obvious that their intention in suggesting the £385,000 was
that they might cheat the public ? It was all very well to
look and talk so innocently about a transaction of that kind.
They had to look out for dupes, and the statement of claim
said that they had an eye not only on the public generally, but
on this particular plaintiff, and that it should come to his notice.
And why I That he might give an advanced price, aud then
they would pay themselves the £25,000, and, pocketing the
difference, leave the plaintiff with a dead loss. That was what
was stated, and whether or not it was true and formed a false
or fraudulent statement was the point to be decided on the trial
of the case. It seemed to him there was no colour or ground
for striking out the statement of claim, and that the appeal
ought to be dismissed and the way left open for the trial.
Lord Justice Smith said he was of the same opinion.
Whether the allegations could be proved or not was not the
question for this Court, and he was not saying whether it was
true or not ; but he had no doubt there was no foundation for
saying that the statement did not disclose reasonable cause of
action.
Lord Justice Chittit said he agreed. He, too, thought the
appeal failed, and that the statement sufficiently disclosed
reasonable cause for bringing the action.
The British Motor Syndicate.— Lanchester and
Others v, Richter and Another.
In the Queen's Bench Division of the High Court of Justice
on June 1st, Mr. Justice Wright tried the above case. In his
opening Mr. Walter, who appeared for the plaintiffs, said : —
The action is brought for infringement of letters patent
No. 5,479 of the year 1890. It relates to motors and gas-engines
and to the apparatus for starting same. As your lordship
knows, these motors have a cylinder somewhat similar to the
cylinder of an ordinary steam-engine. In an ordinary gas-
engine there is a cylinder with a piston, and in lieu of the
piston being brought forward by the pressure of steam generated
from water, as in an ordinary boiler, the motor is worked by
the explosion of an explosive mixture of oil — petrol — and air ;
it may be not only gas and air, but also petroleum vapour and
air, and any other explosive mixture of air and some body that
will burn. Great difficulty has been experienced in starting
these motors, especially where the engines are of any consider-
able size, and your lordship sees the reason of it is this, that
when the engine comes to rest there remains in the cylinder
of the engine either a mixture of the burnt gases from the
last explosion, or more generally of air, and with an engine
with a fly-wheel weighing some tons or several hundredweight,
great difficulty has been experienced in starting the engine
on account of the fly-wheel having to be turned round
by hand or by an auxiliary starting engine in order
that a proper explosive mixture may be introduced into
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the cylinder. Thin is a device for obviating those difficulties,
and it shortly consists of this : Mr. Lanchester discovered that
by boring a hole into the cylinder and inserting therein a very
simple piece of apparatus which I will shortly describe to your
lordship, and passing gas into the air contained in the cylinder,
the gas and air as they mix in the cylinder would pass out from
the opening which he provided, which was furnished on the
outside of the flame. As the gas and air pass through, when the
proper mixture of gas and air had been attained within the
cylinder, the flame which passed out through the opening, and
which was lit by the jet outside, indicated the proper and
precise moment when the explosive mixture was within. The
gas, of course, was passed with a certain pressure into the
cylinder and was passing out with a certain pressure. All that
was necessary was to provide really a tap in the apparatus to
close the gas admission, and the result of doing that was this :
It enabled the rate of flame transmission, the combustion of the
gas — which was going on outside— to pass back through the
mixture of gas and air into the cylinder, and there meeting the
flame it exploded instantly, and forced the piston forward so
that it rose, and there was no necessity at all to turn the fly-
wheel. That really is the apparatus, and it is of a very simple
kind. The defendants had done absolutely the same. I will
aak Mr. Dugald Clerk to explain that there are practically no
differences at all. In both cases there is the hole in the cylinder,
in both cases the gas is allowed to go into the cylinder and work
the apparatus by passing out, forming the explosive mixture,
and when the explosive mixture has obtained the proper
proportion the thing is forced back. The thing enables tne use
of two things ; it enables the operator when he has a proper
explosive mixture to start an engine of any size, and it has
immense value. Messrs. Crossley, amongst others, are licensees,
and they put a very large number of these on to their engines.
It is of great importance to my clients ; I shall have to
call Mr. Lanchester, who will speak to having seen exactly the
same thing manufactured by the defendant as his.
Mr. Dugald Clerk was then called and deposed :— I find here
a self-starting arrangement in which gas is injected into air
already present in a cylinder. That gas mixes with the air in
the cylinder, and that mixture flows out at a jet shown in the
drawing marked 5. The nozzle is screwed into the cylinder
with a clear passage from the outer gas flame. For the purpose
of igniting the mixture that flows from the cylinder by the
uozzle 5 in the space 2, there is a little check valve which is
shown separately at Fig. 4. That check valve has a groove at
the bottom surface which leaves a clear way by No. 25 between
the nozzle 5 and the cylinder. When the mixture flows through
that valve it is a weak mixture ; first, air ouly appears, because
the gas shown in the cylinder at 10, Fig. 6, displaces air first
and then mixes with the air to form the explosive mixure. As
that explosive mixture is formed, more and more gas goes out
from the nozzle 5, and ultimately an explosive mixture passes
through that nozzle. Now, if you allow too much gas to enter
the cylinder in Fig. 6 then you get a mixture, by what we
call over-dosing, which is not explosive at all. One of the
objects of the inventor is to find the exact point where you
get the proper mixture. Whenever you touch the flame 5,
turning the proper way, you turn off the tap 11, and in turning
that tap off you diminish the rate of flow of the gas from nozzle 5.
Now, the reason why the flame does not go through the
nozzle 5 while the gas is flaming into the cylinder is this:
that though flame propagates itself from an explosive mixture
at a certain velocity, if you cause the mixture to flow too freely,
then the flame, of course, produces a flame, aud does not go
back. If you check that velocity the flame goes back into the
cylinders. Mr. Lanchester has taken advantage of that to
check his velocity by taking off the tap.. The moment he does
that he causes an explosion, and the little valve, Fig. 4, is then
thrown up by the explosion.
After further evidence his Lordship found for the plaintiffs,
and granted a certificate of validity, made an order for injunc-
tion, for an inquiry as to damages, for delivery up of the
infringing article, and for costs of the action and for destruction
of all infringing apparatuses.
Furiously Driving: a Motor-Car. — At the Kenilworth Divi-
sional Sessions, on May 26th, Alphonse Deniot was charged
with furiously driving a motor-car in Leek Wootton, Kenil-
worth, and other places, under three summonses. The Bench
dismissed the second case, but convicted in the first and third.
The defendant was fined £5 in each case, and the costs of six
witnesses and solicitors' fees, the total amount of the fines and
expenses being £16 4*. Qd.
* ■
Alleged Furious Driving-. — Mr. John Stirling, of Hamilton,
Scotland, was summoned at Leeds, under the Locomotives and
Highways Act, for having unlawfully driven a motor-car along
Victoria Road, Headingley, at a furious pace. A police-con-
stable, named Sunley, said that on the evening of May 10th
he saw the defendant and three other men in a motor-car going
down the road in question at a speed of about 14 miles an hour.
For the defence it was contended that the car could not be
driven more than 12 miles an hour, and that on the occasion
in question there was no danger to the public, Owing to the
width and quietness of the road. The case was dismissed, but
the magistrates suggested that motor-car drivers ought to
regulate their speed to suit the locality.
Obstruction. — Mr. Edward Mines was summoned for leaving
a motor-car in the street at Liverpool, and thus causing an
obstruction. The police officer stated that the car was left
standing in Lord Street on the afternoon of the 13th ult., while
defendant was inside a shop. It was there about 40 minutes,
and attracted a large crowd. Defendant's excuse was that he
had gone to get his lunch. A fine of 5*. and costs was imposed,
the Bench remarking that people had no right to go shopping
on motor-cars !
»
What is a Proper 'Warning- P— At Brighton, on the 25th ult.,
Mr. Cbas. F. Monk was summoned for not giving proper
warnings of the approach of his car. The defendant had run
against an elderly flower-seller named John Welch, breaking
five of his ribs and lacerating his head and hand. The patient
had been in the infirmary for a fortnight, and would have to
stay there another month. The defence was that the accident
was uua voidable, as Welch turned in the road just as the car
reached him. The magistrates held that the car had been
negligently driven, and inflicted the maximum penalty of £.r»
and costs. It was agreed that the car was going at 10 miles an
hour, and the Justices declared that that speed was excessive in
a town, whatever might be the case on a country road.
***%*%»-W»rf*#*<*»^^*W»**i«^**W
The American Electrlo Motor-Car Race. — Mr. A. Shippey
thus describes the performances of the Riker car at the recent
trials at Providence, R I. : — In the first heat the Riker car,
with only 40 storage cells, did the five miles in 15 minutes and
1 second. In the second heat with the same cells the car did
the space in 13 minutes and 6 seconds, and in the third heat
the five miles were done in 11 minutes and 28 seconds. He
is informed that the Morris- Salom people in the first heat
used 49 cells to drive their motor, or a pressure of about 18 ]>er
cent, over and above the actual voltage of the motor used by
them, which battery power was increased to 55 cells in the
second heat, being an increased pressure of E.M.F. of about
80 per cent., and still the Riker car came in with flying colours.
The third and final heat was not fairly run, because it is said
that the Morris-Salom people increased their battery jwwer to
60 cells, being a pressure of about 40 per cent, over the actual
voltage of the motor used by them. Mr. Shippey says his firms
are having constructed at one of the largest carriage builders in
London a s]>ecinieu parcels van, an electric phaeton, and an
improved electric cab employing lA-2 and 3 kilowatt Riker
motors, which vehicles will be driven by the new Woodward
multipolar traction cell, but for the present he will leave the
merits of both systems for other experts to re|«>rt upon, which
they will be invited to do after the vehicles are finished and
ready for working on the thoroughfares of the metrojiolis.
2 C t
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THE AUTOM0T0& AND HORSELEBS VEHICLE JOVMAL.
[Jttnb, 1897.
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1897.
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Full Text of the Light Locomotives Act of last
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service to all Users and Owners of Auto-
motor Vehicles, including:—
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Properties of the Circle.
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Carriages.
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Motor Industry.
Results of Foreign Speed Trials.
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The Automotor and Horseless Vehicle
Journal.
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
JUNE 16th, 1897.
ANSWERS TO CORRESPONDENTS.
II. B. N. and Co. (Brixton). — Much depends upon the purpose
for which the petroleum burner is required. We should
recommend a Rusden and Ecles burner for large furnaces.
Wurstemberger and Co., MUnchen, make a good burner, as
do Moeller and Condrup, of 78, Fore Street, London.
Vox (Chelmsford). — We know nothing of the firms in question
and could hardly advise on the matter. On page 34 of the
"Automotor Diary" for 1897 we give a list of reliable
firms and consulting engineers engaged in the motor
industry.
A. W. B. (Knighton). — We do not supply newspapers, but the
address of La Locomotion Automobile is 7, Faubourg Mont-
matre, Paris.
E. H. (Stony Stratford). — The address of the Motor-Car Club is
40, Holborn Viaduct, E.G. (C. H. Moore, Esq., Secretary),
and the Self -Propelled Traffic Association is 30, Moorgate
Street, E.C. (Secretary, Andrew W. Barr, Esq.).
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
865
Oiovik Stobbri (Norway).— (1) You should communicate with
any of the following firms : — New and Mayne, Palace
Chambers, Westminster ; Daimler Motor Company, 219,
Shaftesbury Avenue, W.C. ; E. J. Pennington, Motor
Mills, Coventry; Great Horseless Carriage Company,
Coventry ; C. Oppermann, 2, Wynyatt Street, Clerkenwell,
E.C. ; Anglo-French Motor Carriage Company, Digbeth,
Birmingham ; &c., &c. (2) Desired form for signature has
been duly forwarded you.
S. Strmt (Northampton)," W. H. Pickard (Walton), J. Pottbr
(Dublin):— The address of M. Serpollet is 13, Boulevard
Malesherbes, Paris, and for England all information can be
obtained from O. Hopkins, Esq., 30, Parliament Street,
London, S.W.
Morgan and Co. (Tamworth). — The address of Atkinson and
Philipson is 27, Pilgrim Street, Newcastle-ou-Tyne, and
that of Thornycroft and Co. (the Steam Carriage and Wagon
Company), Homefield, Chiswick.
W. A. M. (Stantoubury). — We can only suggest your writing
direct We are glad to know that you are satisfied that you
have obtained a successful motor, and should you prove it
by practical testa, you would have no difficulty in getting a
ti rat-class firm to take up its manufacture.
W. J. P. B, (Falmouth).— (1) The addresses you require are :—
M. Serpollet, 13, Boulevard Malesherbes, Paris ; The
Woleseley S. S. Machine Company, Alma Street, Birming-
ham ; and E. J. Pennington, Motor Mills, Coventry.
(2) Your regular stockbroker can procure you what you
want, in all cases at a very considerable discount. The
published quotations are to a large extent nominal.
E. W. (Brighton). — We think it will be some little time before
Serpollet steam carriages will be made in England, although
a special Company has been formed, we believe, for the sole
purpose of utilising the system on tramways. No doubt
carriages will follow. The French factory, we understand,
is so full of orders that you would experience 'difficulty
even in getting one direct from France.
*^^*»0*****0*0*0*0*j*0*j*0*j*0**
THE MOTOR-CAR COMPETITION.
Br the time these lines are in print everyone concerned will be
fully aware that the competition promoted by our contemporary,
The Engineer, has proved abortive ; there has been no com-
petition. Nearly two years ago, or, to be exact, on July 5th, 1895,
our contemporary offered prizes to the amount of 1,100 guineas
for the best self-propelled road vehicles which fulfilled certain
conditions. These conditions were drawn up by three engineers
of the highest professional standing. In deference to the wishes
of manufacturers and engineers the trials were postponed from
the date of trial originally fixed till the early dayH of the present
month, when five automotors out of seventy-two entries put in
an appearance, and on examination by the judges none were
found to come up to the standard of excellence laid down by
them. The projected trials were, therefore, abandoued, and it
lias gone forth to the world that British engineers cannot yet
solve the problem of horseless traction. We, no less than our
contemporary, regret the result, and no amount of special
pleading on our part, even supposing we were disposed to
indulge in it, can alter the facts of the case. We would,
however, ask the unbiassed reader to carefully bear in mind what
these facts are.
On referring to the conditions of the competition published
in our supplemental number on 28th ult. it will be seen that
the points of excellence to which the judges would give
particular attention to included —
(a) Distance run without taking or receiving supplies of fuel,
oil, gas, electrical or chemical materials or electrical current, or
of any agent employed for actuating the motor. Freedom from
stoppages for repairs, adjustment, or for oiling, or any other
purpose or cause.
(6) Suitability of design and excellence of workmanship, not
only of the actuating machinery but of the carriage.
(c) Safety.
(ix) Simplicity, durability, accessibility, and facilities for
repairs, absence of offensive smells, and of excessive vibration.
(e) Time occupied in getting to work and ease of starting.
(/) Speed — up to 10 miles per hour — and hill climbing.
(</) Completeness of control by, and certainty and decision of,
steering and steering gear, and efficiency and durability of
brakes and brake gear.
(A) Weight of carriage and motor machinery and appliances.
(i) First cost aud — to a limited extent — the cost of
working.
{j) General efficiency.
How long, may we ask, did it take to bring the railway
locomotive to attain anything like the above degree of excel-
lence) And even iu the latest types of locomotives is there
much evidence of "simplicity" in, say, a "Webb" compound,
fitted with Joy's or Walchaert's gear ? Is a locomotive free from
" offensive smells " ? Or even go further, does the fcecal matter
of horses constitute a particularly grateful and sweet-smelling
savour that a motor should be damned because at times it may
emit the fumes of unburnt petroleum ? Is a locomotive, too, so
free from vibration ? Is it perfectly " safe " 1 Does it not at
times " jump the track," and do not sparks from it set fire to
hayricks ? While, is not the shriek of its whistle in towns one
of its roost objectionable features ? Does it not, too, require a
most expensive roadway, and is it not a most wasteful and
uneconomical heat-engine t Do we, therefore, ostracise the
steam locomotive 1 Not a bit.; because it is a general, if
imperfect, public convenience. Similarly, we cannot reprobate
the motor-car because it does not at present possess those
points of excellence which are only partially attained in the
steam locomotive. In both, the question is not — Is this a
perfect machine ? but, Shall I, as a trader, obtain any advantage
in using either in preference to horse-drawn vehicles? If public
opinion is so tolerant of the frailties of the steam locomotive,
surely we ought to regard with a benevolent and forgiving
spirit the lapses from the path of strict mechanical rectitude (as
expounded by our contemporary's judges) of the younger and,
therefore, immature motor-car in the sure hope that with
greater experience existing imperfections will be remedied, and
any tendency that may be evinced by the motor-car to prance
wildly and unrestrainedly about the country, a danger and a
nuisance to the public, will be eradicated under the chastening
influence of the law. Naturally enough the collapse of The
Engineer competition has been received with a chorus of
cacaphonous concatenation by the Press of " We told you so,"
"There is no practical road locomotive," "The horse is still the
best motor," and so forth and so on. It is. of course, useless to
tell those who thus jump at conclusions that there has been no
competition ; but to argue, as does The Engineer, that because there
has been no competition, therefore, there is no motor industry
in this country, is not only illogical but utterly at variance with
the truth. We could mention at least a score of firms of reputo
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THE AUTOMOTOR AND HORSELESS vilRICLf JOURNAL. [j™«, 1897.
engaged in the design and manufacture of motor-cars intended
not so much for pleasure purposes as for the requirements of
trade. At least three firms have evolved motor-carriages for
commercial uses which, in spite of their not complying with all
the conditions of The Engineer's competition, are yet in every
way practical machines. We refer to the carriages of Messrs.
Thornycrof t, of Chiswick, and those of the Liquid Fuel Company,
of Cowes, and of Messrs. Atkinson and Philipson, of Newcastle.
So far as our observation goes, we should say that the principal
and only serious objection to each is that a skilled driver is
necessary ; or perhaps we should say that some intelligence and
knowledge of machinery is requisite on the part of the driver.
We believe this remark applies to the handling of antomotors
of every description, including locomotives. No doubt this was
felt to be a sound argument against the use of the early loco-
motives, just as the probability of " coos " getting on the track
was an absolutely convincing clincher urged against their use.
The public, however, required locomotives, and was content to
take the risk of the stranded " coos." Similarly, if it wants
automotors — and it does want them badly— it will not mind
a few imperfections, and there will be no lack of competent
drivers.
Our contemporary also asserts that " there is no such thing
as a thoroughly satisfactory self-propelled vehicle." As we have
before intimated that there is no such thing as a thoroughly
satisfactory railway locomotive, we need not further labour the
point We might, however, say that there is no thoroughly
satisfactory battleship or lifeboat ; it all depends upon the point
of view. Buskin, we think it was, called the locomotive a
"devil," or something equally expressive. This, no doubt, is
very shocking to the feelings, say, of Mr. Aspinall or Sir P.
Bramwell, who regard that motor as the triumph of mechanical
engineering. Be this as it may, we— all of us^-may rest assured
that the demand for cheap internal transport must be met, and
the automotor van is the only possible solution for crowded
cities. In its present state it may not x be "thoroughly
satisfactory." What is ? It can be improved. In the mean-
time we must take it as it is, so long as it enables us to
effect a saving in the cost of transport. It has taken over half
a century to produce a fairly satisfactory locomotive ; but to
evolve an almost perfect dynamo did not require fifteen years.
With so much cultivated intelligence at work on the automotor,
as we know is the case, we may reasonably expect that within a
very few years the drastic conditions of The Engineer competition
will be more than satisfied.
We sympathise with our esteemed contemporary over the
failure of its well-intentioned plans, but considering the very
short time that has elapsed since the legal restrictions affecting
the industry have been withdrawn it would seem hardly reason-
able to expect all at once the evolution of the "thoroughly
satisfactory " automotor. We would say to our contemporary :
Make your conditions a little less rigid and try again in a year's
time.
FJRE-ENGINES.
We would specially direct the attention of our engineering
readers to the advertisement which appears in the present
number, in which £100 is offered for working drawings of a
steam tractor. Without, of course, divulging the name of the
firm advertising, we may say it is one of high standing, and the
designer who succeeds in gaining this prize will also probably
establish a valuable connection.
One of the features of the Jubilee proceedings will be a Review
of the Fire Brigades by the Queen at Windsor. One huudred
Brigades will attend, and the total force will be 1,000 men,
66 engines, and 127 horses. As a review or exhibition of an
inefficient, uneconomical, and very costly method of road traction
it will be no doubt interesting. As showing how lamentably
slow we are to adopt better methods, it may t>e mentioned that
when the Queen was about a quarter of a century younger
the fire engines of that time differed but little, if at all, from
the present accepted type, and they were then as now drawn
to the scene of their employment by horses with the usual
accompaniment (as now) of vociferous and raucous cries rendered
necessary by the noise made by the sledge-hammer action of
the horses' feet. When this review takes place we are afraid
that Her Majesty will be horribly bored by the ancient spectacle.
While on this subject we would ask, How is it that the London
County Council, as the principal fire extinguishing body in the
country, still adheres to horse traction? Is it in accordance
with modern ideas of Municipal Progress that an inefficient
and costly system should be maintained when a better one is at
hand? Or is it that the technical talent employed by the
LC.C. is not so conversant with what is being accomplished in
the matter of road traction as is desirable ? Accepting as we do the
dicta of such distinguished authorities as Sir David Salomons
and Mr. Worby Beaumont, we cannot understand how it is
that at the close of the nineteenth century a light steam
pumping plant has to be dragged about by horses, and this by a
municipal body which is supposed to be "smart" and "up
to date." As our remarks will no doubt be read by many
members of the LC.C. we will amplify them in order to show
what might be effected. In each fire station we would place a
" thermal storage " plant ; this would merely be a moderately
large low-pressure boiler, that would suffice for all purposes of
lighting, heating, and cooking for the station and the staff.
The fire-engines would consist of a water-tube boiler of the
Yarrow or Thornycroft type, supplying steam to a suitably
designed engine, which could act either for locomotion or
pumping. Under idle conditions the boiler would remain
empty; on a "call" being received, hot water would be
injected into it and the hres started : the fuel being of
course petroleum. In a few minutes, or at any rate in not
more time than is at present taken to " start the wagon," there
would be steam sufficient to propel the engine at a speed of not
less than 10 miles per hour. The engines would of course be
fitted so as to work either as simple expansive engines or com-
pound As the steam pressure increased so would the speed, and
on arrival at the scene of the fire we should have a pump ready
for work actuated by a motor necessarily about twice as powerful
as the present ones. As regards weight this should be certainly
less bv 25 per cent than the most modern fire-engine (weight
of horses included in the latter). The first cost would be
greater by perhaps the same amount but the annual cost of
maintenance would be ridiculously small. Of course in this, as
in all similar problems, Kelvin's " Law of Economy " applies,
and our proposition is a matter of unquestionable demonstra-
tion. Those then that will take part in the Jubilee Fire
Brigade Review mav reflect that they are by no means exhibit-
ing an " up to date * show. For our part we would just as soon
see an exhibition of four-wheeled cabs, and should derive about
as much instruction from the one as from the other. Notwith-
standing the absence of anything like scientific progress on the
part of the Fire Brigade of the L.C.C., which is all the more
to be regretted as it deters other municipal bodies from
advancing with the times, it is satisfactory to know that in the
United States horse haulage for fire-engines is being abandoned
in favour of self-propelled vehicles. Since the foregoing was
written we have had the advantage of a conversation with a
leading manufacturer of fire-engines who assures us that he has
had several inquiries from municipal bodies for automotor fire-
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367
engines, fire-escapes, &c. Some experiments are also being
carried on_ at Croydon under the local authorities with' motors,
&a, for this purpose. So after all some progress is being made
in replacing the noisy, excitable, nervous, sledge-hammer horses
by other and more efficient means of locomotion.
^^^^^^^^#^0W^%#^fc^^i^—
THE DAGNALL MOTOR.
This motor, which we illustrate below, is of considerable
interest, the designer, Mr. Dagnall, departing from ordinary
practice in several important points of detail.
He considers the use of variable speed gear a mistake, and in
place provides a motor which will run at a variable speed, and
develop, under all conditions of running, sufficient power for
the work.
His calculations of the power required are not based on the
horse-power developed by the engine, which on consideration
will be seen to be inaccurate, but on the tractive force necessary
BUSINESS NOTES.
The London Motor Van and Wagon Company have opened a
showroom at 86, Chiswell Street, E.C., and are ready to take
orders for immediate delivery.
Barges Propelled bt Electric Motors. — The Clayton
Foundry Company have received the order from Messrs. Lever
Brothers, of Port Sunlight, to supply two motors of the enclosed
type, of 40 horse-power each, to be driven from accumulators,
for a cross-river barge.
— *
An interesting example of the enterprise of Manchester
business men was, according to the Manchester Courier, given
last week in that city, when Mr. J. Burgess, the proprietor of
Sutton and Co., the well-known carriers, launched a motor van
on the city. The van is a light one, and was run as an experi-
ment, with a view to its general adoption. It is constructed to
The Dagnall Motob.
to propel the carriage, which he finds to be one-third of the
weight of the car (720 lbs. per ton) under the worst working
condition.
His engine is therefore constructed to develop great power on
emergency, while it may be regulated to produce any power
from zero to the maximum without the use of the ordinary hit-
and-miss governor device. The motor derives its power from
ordinary lamp oil, and runs at the moderate speed of 300 revs,
per minute.
No flame burners for heating or igniting are used, as he con-
siders a lamp burning on the carriage far more objectionable
and dangerous than even motors using light oils.
We hope to illustrate the motor fully at an early date.
We regret to announce the death of Mr. Joseph Buston, head
of the well known Lincoln engineering firm of Huston, Proctor,
and Co. He represented Lincoln in Parliament as a Liberal in
1884 and 1885, out split from the party on Home Bule and
retired. His decorations were the Cross of the Legion of
Honour and the Order of Osmanieh.
carry half a ton. It proceeded through the principal streets of
the city, thick with traffic, at a comfortable pace ; and in the
hands of Mr. G. Foster Pedley, of the Daimler Motor Company,
proved of easy guidance through the congestion as any horse-,
while more obedient to the touch, and not at all restive." After
going through the town, it set off, through the country, to
Cheadle HuTme. It took the country roads at a more rapid
pace, getting up to 12 miles an hour, and running quite as
easily, though iron-tyred, as the average four-wheel cab. The
motion was easy, the speed good, and the steering perfect.
Mr. Burgess occupied a seat in the car, and tested its utility for
parcel delivery purposes. All experiments, such as sudden
stoppages, were highly satisfactory. If when in regular use the
van proves as successful it will undoubtedly revolutionise the
Earcel delivery business. It is a Daimler car, and has been
uilt at Coventry. It traveller), by road from Coventry— a
j distance of 109 miles — in 13 hours, exclusive of stoppages for
' refreshments. The van is driven by a four brake horse-power
Daimler motor. A supply of oil sufficient for a run of 60 miles
j is carried. Messrs. Sutton intend to make a general use of
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[June, 1897.
motor power for the locomotion of their vans, which will mean
the retirement of 230 horses in Manchester alone.
London can hardly be regarded as behind Manchester in
using motor-vans practically. Messrs. Carter, Paterson, and Co.
have now for some little time been using several light express
parcel vans for town delivery. They look exceedingly neat and
business-like as they glide along amongst the general traffic,
and as far as we can see, horses absolutely ignore their
presence. One thing we can personally vouch for, whether it
be chance or otherwise, since this firm has been using these
motor vans they have secured several regular and important
deliveries which hitherto have been in the hands of other
carriers.
^0*^^0+^^^ir*4+0^^^+r^^+
MOTOR-CAR DESIGNS.
The Worshipf ul Company of Coach Makers and Coach-Harness
Makers' regular Exhibition of Prize Drawings is now on view
at their Hall, in Noble Street, near the General Post Office ;
the principal prize offered, we are pleased to see, being in
Competition No. 4, for designs of a self-propelled Light Motor
Pleasure Carriage, to convey two or four persons — side elevation
— half-front — and half-back — on two or more sheets of paper,
of a uniform size, 2 feet 6 inches by 2 feet— scale 2 inches
to the foot— details of mechanism 6 inches to the foot. The
copyright of any new design gaining a prize remaining the
property of the winner of such prize.
\$t Prize. — The Company's Silver Medal and £20, given by
the Worshipful Company.
ind Prize. — The Company's Bronze Medal and £10, given
by the Worshipful Master (Col. John Wm. Lee^
Although it is very satisfactory to note that these compe-
titions are only open to British subjects, it is very disappointing
to find the drawings sent in are not of sufficiently novel
a character to justify the judges (composed of the Master,
Wardens, and the members of the Company's Standing Com-
mittee), in awarding a prize to either of the two competitors.
Messrs. Joseph and William Graham (aged 17 and 20), of
Gateshead, send in a smart-looking four-wheeled electric dog-
cart, which is provided with special facilities for steering and
turning. In the elegant design for a vehicle of the wagonette
type by Mr. Matthew W. Henderson (aged 21), also of Gates-
head, all suggestion of the motive power to be used is absent,
which is a drawback, as the very essence of a design should be
to provide for the special machinery, &c., with which it is
intended to propel the vehicle. This competition, however, is
a move in the right direction, and no doubt next year, with
the same inducements held out by the Company, there will
be a much greater number of entries, including, we hope, some
drawings of sufficient merit to carry off both prizes offered.
It is curious to note both the present competitors hail from
the same town, and are associated in business with Messrs.
Atkinson and Philipson, the well known carriage builders of
Newcastle-on-Tyne.
W«^#«M^M^*«*«MMMMMMM«
THE BAZIN ROLLER BOAT.
In an article in our last number dealing with this vessel, we
expressed grave doubts as to its fulfilling the expectations of its
designer. Since then the trials have taken place, and the result is
as we anticipated. Instead of the 30 knots, but 12 Were
obtained.
All interested in automotors should join the Self-Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.C.— {Advt.)
NOTES OF THE MONTH.
" V aoabond," the well-known north-country journalist, is
hardly, to judge from his writings, the kind of person to indulge
in very optimistic views or one likely to pour himself out in
fulsome panygeric on any new thing. He has, however, recently
devoted his attention to the very excellent automotor carriage
designed and built by Messrs. Atkinson and Philipson, of
Newcastle-on-Tyne, and has recorded his experiences in the
Newcastle Daily Chronicle of the 24th ult. We are glad to learn
from such a distinguished layman that the automotor in question
meets with his warm approval. " Vagabond " displnys quite a
critical appreciation of the whole problem of horseless traction,
and does not attempt to minimise the disadvantages or to unduly
appreciate the merits of the subject If all or most critics
would display the same judicious attitude as " Vagabond,"
manufacturers of automotors would have little cause for com-
plaint We should say that the motor-car upon which
" Vagabond " made a pleasant run was intended to compete in
The Engineer competition, but after completion it was found
slightly in excess as regards weight It has, however, been
most thoroughly tested on the steep gradients of Newcastle and
its vicinity, about the worst district for either horse or horseless
traction that we know of, bar parts of Wales and Scotland ; and
has given every satisfaction to the inhabitants of a town all of
whom are, not even excepting the ladies and children, expert
critics in machinery, and if a motor-car will suit Newcastle it
will suit any town. We congratulate Messrs. Atkinson and
Philipson, and also their engineers, Messrs. T. Toward and Co.,
on their success, and we hope to have the duty of recording
many similar successes.
Last month we drew attention to a proposed race that was
being inaugurated by the Irith Field. We have not heard any-
thing further of the matter, and it would be interesting to know
whether the projected race is to be abandoned. Really, we
think, after The Eiigineer fiasco, that competitions which do not
turn out to be competitions in any sense or the word are useless,
and only serve to hinder the development of the use of motor-
cars.
♦
A UTOMOTOR-cars, if not vehicles plying for hire, are now
allowed to enter the Royal Parks just as other private carriages
are.
»
Thb automotor has penetrated to Arran, N.B.
In the prospectus of Messrs. Thomas Tilling (Limited), of
South London, it is stated that " the directors do not at present
contemplate the adoption of motor-cars for any portion of their
business, but power has been taken in the memorandum of
association which will enable them to introduce any present or
future automatic inventions when, if ever, they may Income of
practicable utility." Messrs. Tilling have a stud of 3,38G
horses.
A feature of the Petersfield election was the employment of
automotors in the shape of traction engines for the conveyance
of the " free and independent " electors to the poll. An auto-
motor is at all times an instructive object, and its presence in
a country village has a distinct educational value ; we are,
however, not aware that it has ever before been used for the
propagation of great political truths or falsehoods as the case
may be. It would be interesting to know the opinions of
leading politicians as to the moral influence of an automotor
in swaying an election.
♦
One of the most interesting processes carried out in Nature's
laboratory is the manufacture of petroleum. How this is
accomplished is as yet unknown to us. Mendeleef, the great
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THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
369
Russian chemist, thinks petroleum of mineral origin through
the chemical interaction of steam upon metallic carbides,
assumed to exist at great depths. Engler has recently demon-
strated experimentally the artificial production of hydrocarbons
of the paraffin series in the destructive distillation of animal
fats under pressure. This interesting fact greatly strengthened
the view of many chemists, that natural stores of petroleum had
their origin in the decomposition of animal remains under
peculiar heat and pressure conditions. Sadtler now supplements
the work of Engler by demonstrating that petroleum hydro-
carbons are produced in the destructive distillation, under
pressure, of linseed oil, a product of vegetable origin. The
results obtained by Sadtler, therefore, would permit the con-
clusion that native petroleum was derived from the decomposition
of vegetable remains, and reopens the whole question.
An air pump worked by the motor is being introduced for the
purpose of inflating the tyres of motor-car vehicles. We also
near that carbonic acid gas is to be tried for this purpose. The
former seems to us to be the preferable method, as in the latter
it would be necessary to carry about a tube of the compressed
gas — not a desirable thing to entrust to the average driver to
handle, because of the great weight of the flask and the risk of
fracture under pressure.
♦
Oxilin is the name of a new substitute for indtarubber. It
is said to be impervious to mineral oils and a temperature of
400° F., while its cost is low.
Users of motor-cars will be interested in learning that, as the
result of numerous tests, the best paint is graphite paint.
Professor Spennrath, director of the Technical School of AJx-la-
Chapelle, lately won the 2,000 dollars prize offered by the
Society for the Advancement of the Industrial Arts for the best
essay on protective paints. The prize was not won simply by
theoretical demonstrations, although the professor furnished
scientific reasons also, but by most carefully conducted practical
experiments with various pigments and oils, extending over
several years' time. The results demonstrated that a properly-
made paint of graphite and boiled linseed oil is the most suitable
for protecting structural ironwork, roofs, &c, exposed to the
destructive agencies of heat, cold, storms, &c.
A Mr. Gcattari proposes to increase the efficiency of steam
boilers by adding to the water a liquid composed of carbonic
acid gas and ethene chloride, better known as " Dutch liquid.11
The carbonic acid gas is generated in the ordinary way in a
suitable closed receiver, which is provided with a stoppered
mouth by which the Dutch liquid is introduced. The propor-
tions which are found suitable are : — Water, 28 litres ; whiting,
7 kilogrammes ; acid, 2 litres ; ethene chloride, 140 grammes.
The resulting compound gas passes off through a pipe (provided
with a check valve) and is injected into a saturator filled with
water. The water saturated with two or three times its own
volume of the compound gas is forced by a feed pump into a
steam boiler. Here it is evaporated and does work in a steam
engine, from the exhaust of which it passes into a surface con-
denser, wherein condensation takes place without separation of
gas. The condensed solution is then forced back by an air
pump into a receiver at atmospheric pressure, from whence it is
pumped again into the saturator. We should like to see this
process in operation or to hear of reliable tests having been
made of it.
" Anti-Tram," writing to the Morning Pott, strongly advocates
the employment of motor-carriages. He says : — It is to be
hoped that the ^accession of the motor-carriage may in some
ways reduce the frightful plague of tramways, which, having
bought their way into all Continental towns, are rapidly making
the roads impassable for other vehicles. How far one form of
traffic has a right to monopolise three-quarters of the road to
the utter detriment of thousands of other vehicles of every
description is a question too long to discuss. They have bought
their way, and money is a vehicle that runs smoothly. They
have taken possession of the roads, which ought to be free to
everyone, under pretence that it is for the good of the public.
It may be good for the company ; it is certainly no good for
carts, cabs, fiacres and carnages, &c The sooner the motor-
cars come into force and open the roads again to the public the
better. All success, say I, to the motor-car. I have personally
no objection to trams in their own place, but I do contend that
they have no right to place rails on the crown of the causeway.
In their own place, with roads adapted for them, they may be
useful enough.
A locomotive of a novel description has recently been con-
structed at the Baldwin I.ocomotive Works, for the New City
branch of the New Jersey and New York Division of the Erie
Railroad, running from Naiinet to New City, a distance of
about four miles. The Erie Company runs a few trains between
the terminal points every day, but the passenger and freight
traffic is very fight, and the company felt the requirement for a
motor-car which will do the work that is now being done by a
locomotive, a baggage and smoking-car combined, and a
passenger car, which, altogether, require the services of five
men. The motor has been ouilt according to the plans of the
Kinetic Power Company, and weighs 13 tons. The length over
all is 26 feet It resembles in appearance an ordinary street-
car, and has a seating capacity of 20. The driving wheels are
31 inches in diameter. A preliminary test showed that in
running a distance of 20 miles but 30 gallons of water were
used. According to the Railroad Gazette the water is carried in
a tank beneath the car body, but enough space is left in this
tank for'the accumulation of a small amount of steam. Before
leaving the car-house the water in the tanks Is heated until
the pressure of the steam is about 200 lbs., but the steam is
used in the working cylinders at a much lower pressure. In
order to keep up pressure a fire in a small fire-box is kept
burning in one end of the car in order to generate a constant
supply of steam, keeping the pressure in the tank from 150 lbs.
to 200 lbs. per square inch.
At the recent Royal Society soiree, Sir A. Noble, K.C.B.,
showed an apparatus for ascertaining the duration of an
explosion, pressure developed, and rate of cooling of products
of combustion. The apparatus in which the explosion takes
place was not shown, as it is too weighty. It is a cylinder into
which the explosive is inserted and closed up. The chamber,
however, is not entirely filled. Into its mouth is screwed a
powerful pressure-gauge, comprising a piston and coiled spring.
Connected with this piston is a lever which moves a pencil over
a " card " on a large rotating drum. By aid of a chronometer
and another pencil seconds are marked on the paper, and by this
means there is prepared a diagram in which the two elements
are time and pressure. To check this diagram a second is made
on a smoked cylinder. In this the line is not continuous, but a
succession of dashes are made by the pressure-gauge lever
moving over electric contacts, and so setting a series of electro-
magnets into intermittent operation. To minimise the effects
of inertia, the pressure-gauge can be set not to move until eight
or nine tons has been attained. A number of curves were
shown during the evening. In these the pressure required
a perceptible fraction of a second (cordite being the explosive)
to reach the maximum, and several seconds to fall to about one
ton, when it remained stationary.
Thb well-known Paris correspondent of the Daily Telegraph
writes to his paper on the prospects of motor-cabs in Paris. He
says : — " Although the public does not seem to take very kindly
to the idea of starting motor-cabs, the manager of the Company
which is assuming the initiative in the matter is extremely
sanguine as to the result of the bold experiment. In all likeli-
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[June, 1897.
hood, electricity will ultimately be adopted exclusively by the
Company in preference to petroleum, but each is to have a fair
trial. As for the objection that the present drivers will be
unable to hold their own under the new system, the manager
makes light of it, and says that in the course of three or four
days the men will be quite in their element with the motor-
cabs, models of which, by the way, were to be Been at the Cycle
Exhibition held at the Palais de l'Industrie some time ago.
There is one decided advantage in the contemplated change,
and that is that the pleasure of a lounge in the streets of the
gay capital will not be marred by the spectacle of the brutal
treatment to which cab-horses are so frequently subjected."
For crass ignorance of law and a bucolic attachment both to
the "whisky of their forefathers" and old-world ideas and
prejudices, commend us to the provincial magistracy. Puffed
up with the importance of affixing the shibboleth "J.P." to
their names, they as a rule administer after a fashion the
common law of the land. For " drunks and disorderlies " and
slight " assaults " these magistrates, usually an illiterate class of
persons, may fulfil their part with more or less — usually less —
ability. Truth has for many years found the provincial magis-
trates an unfailing source of interesting copy. Their ways, their
sentences, and their prejudice* really form a complete branch of
human science. It seems that it will also be our duty to discuss
the Great Unpaid, because the prejudice and absolute illegality
that many of them exhibit in their dealings with motor-cars is
fast becoming a public scandal, and unless these ignorant J.P.'s
manifest a little less prejudice and a good deal more justice we
shall have to bring the matter before the notice of the Lord
Chancellor. Even J.P.'s can be removed, and, as Koko says,
"I have known it done." A gross instance of the prejudice
with which many of these J.P.'s regard the automotor has lately
occurred in Liverpool (see our Legal column), where a magis-
trate told a defendant that he had no business to go shopping
in a motor-car. It makes one positively boil to read such an
insolent observation, and we trust that the defendant will use
every means to obtain an apology. The case ought to be
brought to the notice of the House of Commons, the Lord
Chancellor, and the Home Secretary.
Compressed air is to be tried on the Manhattan elevated line,
the Hardie system being adopted. In general appearance the
machine much resembles the ordinary steam locomotive. The
space usually occupied by the boiler,* however, is taken up by
the storage tanks for the air and by the reheater. On this
locomotive the air is stored in 36 tubes of Mannesmann
rolled steel; they are 9 inches in diameter and of varying
lengths, from 13 J to .21 feet. The charging pressure is 2,000 lbs.
per square inch. The air is led from these tanks through the
reheater, in which water is stored at an initial temperature of
350° F., and after passing through three reducing valves 'is
admitted to the cylinders at a pressure of 150 lbs. The work-
ing cylinders are 13£ X 20 inches. The American Air Power
Company, which controls the Hardie patents, has erected a
compressing plant for charging. The locomotive has been
delivered, and is now undergoing its trials. We shall probably
refer to them in our next issue.
■**^#»^»^»»»»*»^»»»*»<*»%*«vi
Automotor* for Small Boat Propulsion. — In our present
number we give excerpts of some interesting and instructive
papers that have recently been contributed to the Institution of
Civil Engineers and the Institution of Naval Architects. The
standing of these bodies is guarantee enough of the excellence
and soundness of the views expressed. We would particularly
direct the attention of canal-boat owners to the advantages of
the steam turbine. We can speak of this motor from personal
exjjerience, having worked one of the earliest ones.
3 kzeli Pan zechcisz oglaszac w pismie naszem prosze podac
nazwe "The Automotor and Horseless Vehicle Journal."
REVIEWS OF BOOKS.
"Manuel Pratique du Conducteur d Automobiles." Par Pierre
Gubdon, Ing6nieur, Chef de D6p6t principal de la Traction
m6canique a la Compagnie G6n£rale des Onmibus de Paris,
et Yves Guedon, Ing6nieur civil. Preface de M. Emile
Gautier, Directeur de la Science Francaise. (J. Fritscli,
30, Rue du Dragon, Paris.) Price 5 francs.
We have in this work au excellent treatise on automotors by
two writers who are in every way well qualified for their task.
In the first part, which treats of steam motion, all the best
types are fully illustrated and described in some detail. The
authors are apparently not very conversant with motors of
types other than those usually met with on the Continent.
Thus in the present section the Dion et Bouton, the Serpollet,
the Weidnecht, the Bollee, Le fieant, and Soottie systems are
dealt with, but nothing is said about the various British types
of steam automotors. Surely such distinguished engineers as
the writers of this work must be conversant with our water-
tube boiler practice ? After describing each motor, the authors
devote considerable space to a discussion of the tractive data,
and much useful information is given under this head. This is
followed by a discussion of the advantages of the compound
engine and the method of calculating power j our authors state
that the greatest practical effort of a machine such as a steam -
motor is only 63 per cent, of the theoretical We should suppose
that this is rather too high an estimate. The second part
contains an equally well-written account of gas-engines, anl
singularly enough the patents owned by the London Gas Traction
Company come in for a good deal of description. The authors,
after discussing the pros and cons, conclude that gas traction
is very suitable under certain conditions. No other system
than that of the Gas Traction Company is described. In the
third part petroleum motors are exhaustively dealt with, and
our authors evidently think that there is a future for petroleum.
All the well-known French oil motors are described, but nothing
is said about the British oil-engine. We do not think that our
French friends will deny that Priestman, Tangye, and others,
have done a good deal to improve the oil-motor. We see no
reference either to the Capitaine motor. A very short chapter
suffices for electric motors, but only one or two types are
described, and we fear the authors are hardly aware of recent
advances iu the direction of reducing the weight of cells and
improving them generally. The electric motor described can
hardly be said to represent the best practice. This chapter is
succeeded by a very useful one on motor-car accessories; in this
one learns French practice as regards constructive details of
wheels, tyres, &c There is a good account of petroleum, and
how to test it, and the book concludes with a list of the duties
levied on automotors by the various Continental States.
Altogether, the work is well written, and is indeed a high-class
one in every respect We have perused it with pleasure and
can recommend it ; the illustrations are good, but might be
better, and we should have preferred them on a larger scale.
" Aggenda du Chauffeur." I5dit6 par La France Automobile.
This is a handy little pocket-book, arranged as a kind of
" log,'' in which to record motor-car performances. We think
something similar might be produced for use on this side of the
Channel.
An Essay on Motor-Cars. — A schoolmaster, having set his
class the task of writiug an essay on motor-cars, found one
scholar (the son of a horse-trainer) had excelled for brevity. It
ran as follows : — " Motor-cars is beastly things, and stinks." He
said he had not written more, as his father told him the less he
knew about them the better.
Om De maatte reflectere ovenstaaende Avertissement, behag
da ta novne "The Automotor and Horseless Vehicle
, Journal."
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THE AUTOMOTOR AND HOUSELESS VEHICLE JOURNAL.
871
Self- Propelled
Traffic Association.
(Incorporated by Special Licence of the Board of Trade, under ike
Companies Ads, 186a to 1890.)
Jrtaibtnt.
BIB DAVID SALOMONS, Bart
9ict-|)rriibtntg.
BIB FBEDEBICK BBAHWELL, Bart. JOHN PHILIPSON, Esq., J.F.
ALEXANDER SIEMENS, Esq.
fitncral Coniuil.
Marquess of Abergavenny, K.G.
Rt. Hon. G. T- Shaw-Lefbvre.
Sir Albert tf. Rollit, D.C.L., LL.D.. M.P.
Sir Henry Trueman Wood (Secretary Society of Arts).
Prof. Vernon C. Boys, F.R.S.
J. W. Maclure, Esq., M.P.
W. Worby Beaumont, Esq., M. Inst. C.E.
William Cross, Esq, M. Inst. C.E. (Newcastle-on-Tyne).
J. Irving Courtenay, Esq.
Walter Hancock, Esq., M. Inst. E.E.
J. T. Hopwood, Esq.
G. J. Jacobs, Esq., F.R.A.S.
John H. Knight, Esq. (Farnhain).
H. D. Marshall, Esq. (Gainsborough).
J. A. McNaught, Esq. (Worcester).
Boverton Redwood, Esq. (London). .
George Stephenson, Esq. (Newcastle-on-Tyne).
Alfrbd R. Sennett, Esq., A.M.I.C.E.. M.I.M.E.
E. R. Shipton, Esq. (Secretary Cyclists' Touring Club).
LIVERPOOL AND DISTRICT CENTRE.
President— The Right Hon. The Earl of Derby, G.C.B.
Vice- Presidents— \\. Percy Boulnois, Esq., M. Inst. C.E. ; Alfred
Holt, Esq., M. Inst. C.E, and Alfred L. Jones, Esq., J. P.
Members of Council— Maunsell C. Bannister, Esq., Assoc M.
Inst. C.E. ; John A. Brodie, Esq., Wh. Sc, Assoc. M. Inst.
C.E., M. Inst. Mech. E. ; Everard R. Calthrop, Esq. : S. B.
Cottrell, Esq., M. Inst. C.E., M. Inst. Mech. E. ; George
H. Cox, Esq. ; A. Bromley Holmes, Esq., M. Inst. C.E. ;
A. G. Lyster, Esq., M. Inst. C.E. ; Arthur Musker, Esq. ;
G. Fredk. Ransoms, Esq. ; Henry H. West, Esq., M. Inst.
C.E., M. Inst. N.A. ; John Wilson, Esq. ; John T. Wood,
Esq., M. Inst. C.E.
Hon. Solicitor— Lawrence Jones, Esq.
Hon. Local Secretary— E. SHRAPNELL SMITH, Esq., The Royal
Institution, Colquitt Street, Liverpool.
dl.ASa.OW AND WEST OP SCOTLAND CENTRE.
Hon. Local Secretaries— Messrs. MITCHELL & SMITH, C.A., 59,
St Vincent Street, Glasgow.
Solicitors.
Messrs. LUMLEY * LUMLEY, 37, Conduit Street, London, W.
Strrttarp..
ANDW. W. BABR, 30, Moorgate Street London, B.C.
Some of the objects for which the Association Is established are :—
To originate and promote improvement in the Law from time to
time directly or indirectly affecting self-propelled vehicular and
locomotive road traffic, and to support or oppose alterations in
such Law, and for the purposes aforesaid to take such steps and
proceedings as the Association may deem expedient.
To popularise and assist the development of self-propelled
vehicular and locomotive road traffic, and for this purpose to
take such steps and proceedings as tbe Association may deem
expedient.
To take or defend any proceedings on behalf or against the
Association or its members, which in the interests of the
Association or the members thereof may seem to the Association
expedient to take or defend. Provided that no such proceedings
shall be taken or defended on the part of the members of the
Association except in the bona fide furtherance of some object of
the Association of a public or quasi public nature.
To promote the scientific knowledge of the construction and
propelling of all kinds of self-propelled vehicles or locomotives,
by means of competitions, exhibitions, by giving of prizes, or in
such manner and on such conditions as may be lound desirable.
Subscription £1 Is. per annum.
President Sir David Salomons, Bart.
Secretary Andrew W. Babe, Esq.
President of the Liverpool Centre The Earl of Derby, G.C.B.
Son. Local Secretary .. . . E. Shrapnell Smith, Esq.
Semi - Official Journal of the 1 The Automotor and Horse-
Association I less Vehicle Journal.
Motor Vehicle Exhibition and Competitive Trials.
It will be remembered (vide report in The Automotor for
May) that last month the Liverpool Branch of the Self- Propelled
Traffic Association announced their intention to organise an
Exhibition of Motor Vehicles, to be held some time in the
spring of 1898, by which time there is reasonable ground to
expect that makers of both light and heavy types will be in
a position to take part.#
We now have pleasure in announcing that the preliminary
arrangements in connection with the above will be ready for
publication by the end of June. Persons desiring to be provided
with copies of same are requested to apply to Mr. Shrapnell
Smith.
The Objects of the Self-Propelled Traffic
Association.
In a letter to the Manchester Guardian, Mr. Shrapnell Smith,
the Hon. Local Sec. of this Association, says : — " Sir, — I must
take exception to the statement to the effect that this Association
proposed to run vehicles in opposition to the Ship Canal.
This branch of the Association has been organised for the
'scientific investigation of self-propelled vehicular and loco-
motive road traffic,' and has no intention of entering as a body
upon any commercial undertaking whatever."
Royal Agricultural Society's Trials.
Mr. Shrapnell Smith had arranged for the vice-presidents
and members of the Liverpool and District Centre to visit
Crewe on the occasion of these trials, but on reaching the
Station Hotel on Wednesday afternoon, the 9th instant, he
learnt from Mr. Frankish (Chairman of the Implement Com-
mittee) that only one car was likely to take part in the run.
Under the circumstances, it was thought advisable to cancel
all arrangements, which was accomplished by the desitatch of
a batch of telegrams to the members who had signified their
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[Ji'NB, 1897.
intention of following the triala on the Thursday. On the latter
occasion Mr. Shrapnell Smith represented the Association.
Naturally, much disappointment has been felt and expressed
in Liverpool and Manchester that these trials have not served
to produce a vehicle suitable for heavy traffic, but, at the same
time, it is known that the problem in engaging the attention
of many engineers, and it is hoped that before long something
tangible will be evolved.
^»S^*M^^*^^^^^»JMW^^
THE DANGERS OF HORSE TRACTION.
Few situations are more dangerous than that of being in
a vehicle drawn by restive horses. In spite of his docility
and other good qualities the horse is yet one of the most
nervous of animals, and when excited by fear, or in any
and another, it is feared, will have to be killed. As the season
advances such accidents will become numerous- — at least judging
from the experience of former years ; with motor-cars they
would be impossible. In this respect — not to mention others— *•
the motor is unquestionably the safer mode of travelling.
THE POPE MANUFACTURING COM-
PANY'S ELECTRIC PHAETON.
We have received from the Pope Manufacturing Company, of
Hartford, Conn., U.S.A., a description of their Electric Phaeton,
which, we understand, has already become very popular in the
States. Unfortunately, the motor-car industry in America, as
with us, has had to suffer from the injudicious booming of
crude and unsuitable types of motor-cars, and hence it is only
by combining the best design and workmanship, together with
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
373
handled with ease and safety by anyone who is not altogether
devoid of common-sense. The battery can be readily charged
from any 110-volt circuit. The total weight of the car complete
is 1,900 lbs., and one charge suffices to traverse a distance of
from 30 to 35 miles, at speeds of from 10 to 12 miles per hour.
The cost of this motor-car complete is, we understand, 3,000
dollars. It is interesting to note, and it may be taken as a
guarantee of excellence, that this car was designed by and under
the 8ii|>erintendence of Mr. H. P. Maxim, the son of the well-
known ordnance engineer who resides on this side.
^^^^^^^ww^^ww^www^^
DOINGS OF PUBLIC COMPANIES.
Standard Weldless Tube.
Tim statutory meeting of the Standard Weldless Tube and
Cycle Components (Limited) was held on May 17th.
The Chairman (Colonel Lewis Vivian Lloyd) gave an outline
of the work which had been done since the registration of the
Company. He stated that since the issue of the prospectus
Cbillingworth's patents bad been all assigned to the Company,
ti> the satisfaction of the patent agents and the solicitors of the
Company. The business of the Standard Tube Company,
carried on by Mr. J. W. Fitter, had been taken over by the
( 'oinpany, and more land had been acquired on the other side
of the canal at a small rental. The existing works were in full
operation, and they had a considerable number of customers,
among which might be mentioned the Birmingham Small Arms
Company. Messrs. W. Heath and Company, and Messrs. W.
Bown (Limited). With reference to Chilliugworth's foreign
Intents, the Company had been approached by certain persons
who were desirous of purchasing these, and negotiations were
landing in respect of the American, French, aiid Belgium
patent* at very satisfactory prices. The board had secured
from Mr. Chillingworth a very valuable patent for the manu-
facture of the hubs, which was not set forth in the prospectus
as part of the purchase.
The "Clyde" Cycle and Motor-Car Company
(Limited).
The first general statutory meeting of the above Company was
held at the Bell Hotel, Leicester, on June 2nd, Mr. J. F. L.
Rolleston, J.P., Chairman, presiding, who explained that the
meeting was held in conformity with the Act of Parliament
The Company had every prospect of paying substantial
dividends. The works were in full operation, and overtime
had been resorted to for months to enable them to cope with
the orders on hand. Shares had only been issued for an amount
of capital which could be usefully employed.
Leather-Shod Wheel Company.
The statutory general meeting of the Leather-Shod Wheel
Company (Limited) was held on May 28th, under the presidency
of Mr. C. N. Baker, who said : — This is a meeting called for
the purpose of complying with the Act of Parliament, and
hardly sufficient time has elapsed to let you know much about
the prospects of the Company. All I can tell you is that we
have taken a factory at Bow. We have got the engines there,
but the necessary machinery for manufacturing the leather-shod
tyre is being made abroad, and we hope to receive it and get
it in its place in the factory in the course of next month. Mean-
while, I may tell you that in order to keep the factory at work
aud make some profit we took an order for some 200 cycles,
which we are manufacturing there. But, of course, this will
not interfere with our other business. I hope that at the end
of our first year we shall be able to show you that we can make
» profit ; at all events, I have every hope that the tyre itself
will turn out a great success. Personally, I should very much
like to see all our omnibuses and cabs fitted with noiseless
leather tyres, which are more durable than indiarubber. I
certainly am of opinion that the tyre wilt meet a great want,
and be a great success. We have1 received a great manv sample
orders from various railway companies, carriers, and* various
firms, and as soon as we get the necessary machinery to manu-
facture them these will oe supplied. The machinery that we
require no English firm would make, and therefore we had to
get it abroad.
Mr. Thurston inquired the amount of capital taken up by the
public, aud whether it was sufficient for their requirements.
The Chairman. I think it is injudicious to mention the
figures, but I may say that we have plenty of working capital
The amount subscribed was over £110,000.
Perfecta Seamless Tube.
The first annual meeting of the Perfecta Seamless Steel Tube
Company (Limited) was held at the Queen's Hotel, Birmingham,
on June 3rd, Mr. G. J. Brodie presiding. The Chairman said
the vendor, when the business was taken over, guaranteed that
£40,000 should be made in two years, and as a fact they had
made more than that on the first year's trading. The prospects
for the current year's trade were exceedingly good, and the
works were going night and day ; aud, although they had laid
down large additional plant, they were unable to overtake the
orders. They had supplied the Admiralty with the tubes for
60 ships now in commission without a single complaint. They
were also well in with the War Office and foreign Governments,
and strong enough not to fear any competition. The report was
adopted.
Peerless Metal and Martino (Limited).
Under the above title a Company has been incorporated with
a share capital of £150,000 divided into 60,000 5J per cent,
cumulative preference shares and 90,0iK) ordinary shares of £1
each.
In addition to the fixed cumulative preference dividend of
5j per cent., the holders of preference shares will be entitled to
one-third of the profits of the Company in excess of sufficient to
pay dividends at 10 per cent per annum on the ordinary shares.
They will also be entitled to a preference to capital/and the
articles of association provide that no debentures or debenture
stock can be created by the Company without the sanction of a
resolution of the preference shareholders at a meeting especially
summoned and held for the purpose.
The present issue is 60,000 5j per cent, cumulative preference
shares and 40,000 ordinary shares of £1 each.
The prospectus states that the Company has been formed to
take over from the Peerless Metal Company (Limited) the old-
established nickel and white-metal business for many years carried
on by Mr. F. R. Martino, at Princip Street aud Lower Loveday
Street, Birmingham, which has recently been acquired by them ;
the valuable British patent under which the now well-known
metal "Peerless" is manufactured ; the business carried on by
the "Peerless" Metal Company at 38, Parliament Street, S.W.,
and West Ferry Road, Mill wall, E. ; the valuable freehold
property, comprising six acres, situate at Hollywood, and the
large range of manufacturing premises erected thereon; the
residences adjoining ; the leasehold manufacturing premises at
Millwall, covering an area of about 38,000 square feet ; and also
trade marks and trade secrets, formerly the property of Mr. F.
R. Martino, whose business was established in the year 1876.
Mr. Martino occupies a leading position in the white metal
trade, and having agreed to act as director of the Company for
a period of five years, it will acquire the benefit of his experi-
ence and knowledge. The profits over a long range of years of
this business are certified at £3,000 per annum, and, added to
this, the total profit for distribution is estimated to amount to
£27,600 without taking into consideration any extra profit to bo
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[Jrxa, 1897.
made by the rolling, tube, and drawing mills. Some of the
advantages claimed for the " Peerless " metal are its cheapness,
its splendid appearance, which is equal to silver, its great
strength, durability, and ductability, its purity and uniformity
of colour throughout, the latter being unaffected by the
atmosphere or sea water, and, finally, the facility with which
it adapts itself to being rolled and drawn into tubes, wire, &c.
Considering the enormous opening for a first-class metal of this
description for every type of fitting and component parts of
vehicles, cycles, ships, railway carriages, &c, without mention-
ing the thousand and one small articles to which it is applicable,
the calculations as to prospective profits of the directors do
not seem excessive. As we have previously stated, the strength
of this special metal is very remarkable, Messrs. David Kirkaldy
and Sons having reported that a sheet 30 by 20 by 12 inches,
I.W.G., stands a stresH of 139,228 lbs. to the square inch, with
an extension of 35*1 per cent, in 10 inches.
The purchase price for the business and assets of Mr. F. R.
Martino, the freehold and leasehold premises before referred to,
the patents, trade marks, and goodwill, has been fixed by the
vendors, who are the only promoters, at £130,000, payable as
to £80,000 in cash, and as to £50,000 by the allotment of fully
paid ordinary shares of that amount.
The list of applications will be opened on Wednesday, June
16th, 1897, and closed on or before Friday, June 18th, 1897, at
4 p.m. for town, and on or before Saturday, June 19th, for the
country and abroad.
The information which we published in our last issue regard-
ing the decision of the French law courts against the Welch-
Dunlop pneumatic tyre patents has, we notice, already begun to
bear fruit, as shareholders appear to be getting very restless and
anxious about the value of their property which was so glowingly
set forth in the prospectus issued some time back. Some rather
pertinent questions are being raised by various correspondents,
and " Astley " in writing upon the subject says : — " 1 imagine
most shareholders in the Dunlop Pneumatic Tyre Company
(France) (Limited), like myself, think it high time the directors
called a meeting and explained how the Company now stands as
to the validity of its patents, position, and prospects in face of
the recent decision in the French courts. It would also be
interesting to know what the ' experts' ' opinions are now
worth, also the contingent claims upon ' firms who have
infringed ' ; also if the vendors or promoters are likely to come
forward and show their generosity out of their immense profits.
The prospectus drew attention to the fact that profits were
taken over from October, 189«r<, and gave one to understand they
were very substantial profits— yet, in spite of this, although
20 months ago, there is no mention of even a small interim
dividend. The sooner the shareholders know exactly how
matters stand the better." Which appears to be reasonable.
In France they do many things better than in England, and
although we are sorry for the unfortunate shareholders, in this
case we are inclined to think the decision of the French courts
upon the " novelty " of the patents is not a very unreasonable
one.
Mr. H. Swingler, of Edgehill, Derby, another correspondent,
goes one step further, as he, having been in correspondence with
the secretary of the Company, is anxious to act with other share-
holders in insisting upon the directors calling a meeting so that
they may know the position of affairs. With this object in view
he is prepared to co-operate with others, as well as to subscribe
towards expenses. Possibly those who were originally responsible
for the issue will be able to afford some information at any
meeting which may be held, and some valuable points no doubt
might be gained by communicating with Mr. A. M. Broadley,
at the Midland Grand Hotel, St. Pancras, who, we believe, has
a good deal of inner knowledge upon most points involved at
the time of the flotation of this and some kindred companies.
Thb Dutch-Roumanian Petroleum Company at Amsterdam
has been over-subscribed 1154 times.
Messrs. M. Samuel and Co. are converting that portion of
their business relating to petroleum and its storage and
transport into a private limited liability company, under the
name of the Shell Transport and Trading Company (Limited),
with a paid-up capital in ordinary shares of £1,800,000. No
shares will be offered to the public.
New Issues.
For the Month ending June 14M.
Brampton Brothers (Limited).— Share capital £200,000,
divided into 15,000 six per cent, cumulative preference shares of
£5 each, and 125,000 £1 ordinary shares. Formed to acquire
and carry on the business of Brampton Brothers, manufacturers
of cycle and motor-car chains, saddles, chain wheels, and other
cycle and motor-car accessories, &c, The Company acquire the
freehold and leasehold works at Oliver Street, and the freehold
works at, Chester Street, Birmingham. The prospectus states
that the firm employ about 1,000 hands, and that recent additions
to the Chester Street works will accommodate 500 more. The
net profits from August 1st, 1895, to July 31st, 1896, have
amounted to £27,120, and those from August 1st to April 15th
last to £28,910, or at the rate of £32,798 per annum. Purchase
price £181,500, payable £125,000 by the allotment of all the
ordinary shares, and the balance in "cash, leaving £18,500 for
working capital.
The James Cycle Company (Limited). — Share capital
£50,000, in £1 shares. Formed to acquire the business of
Mr. Henry William James (trading as Harry James), of the
James Cycle Works, Sampson Road North, Birmingham, manu-
facturers of the cycles known as the James Cycles, also the
leasehold manufactories and premises at Birmingham and dep6t
at Liverpool, the goodwill, machinery, plant, stock-in-trade, and
other asset*. Purchase price £40,000, payable £16,666 in fully
paid-up shares, and the balance of £23,334 in cash.
Brown Brothers (Limited). — Formed to acquire as a going
concern the business of Messrs. Brown Brothers, general hard-
ware, cycle parts, accessories, and fittings, lamp, tool, and.
machinery warehousemen, of Great Eastern Street, London,
together with their branch at 24, Passage de' l'Opera, Paris, and
the business carried on by them at 44, St. Mary Axe, London,
under the style of H. A. Knox and Co., and all the assets of
their business. Share capital £250,000, divided into 20,000
preference shares of £5 each and 150,000 ordinary shares of £1
each. Purchase price £250,000, payable as to £150,000 in
ordinary shares (the whole issue) and the balance in cash.
The New UacGregor Cycle and Engineering- Company
(Limited) — Share capital £60,000, divided into 25,000 cumula-
tive seven per cent, preference shares, 25,000 ordinary shares,
and 10,000 deferred shares of £1 each. Formed for the purpose of
purchasing the MacGregor Cycle Company (Limited), now carried
on at Nottingham, including freehold factory, lately erected by
the vendor eompany at Apsley Lane, Nottingham, and surplus
land, and also all the plant, machinery, and assets of the vendor
company. Purchase price £45,000, payable as to £10,000 in
deferred* shares, and as to £35,000 at the option of the new
Company, either in cash or ordinary or preference shares.
Blackpool and Fleetwood Tramroad Company. — Share
capital £120,000, in £10 shares. Formed for the purpose of
working, by electricity on the overhead system, a tramway
from Talbot Boad Station, Blackpool, to the borough boundary,
and constructing, working, and maintaining a tramroad from
the borough boundary to Fleetwood, and a tramway in Fleet-
wood—altogether over eight miles in length, held by the
Company in perpetuity, except the portion in Fleetwood, which
may be purchased at the expiration of 30 years, and the line in
the borough of Blackpool, which will be held on 21 years' lease
from the Corporation. Estimated annual profit, £14,400.
Authorised borrowing powers, £40,000.
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South Wales Motor-Car and Cycle Company (limited) —
Share capital £5,000, divided into 1,000 shares of £5 each.
Formed in December last for the purpose of experimenting
with motor vehicles and of acquiring the business of Mr. Josh.
Williams. At that time £2,000 of the capital was issued.
Since then two depots have been opened — one at the Docks,
and the other in High Street, Cardiff — and this issue is the
remaining £3,000 capital, with the object of further extending
the business. The Company has secured the sole agencies in
the district for the Steam Carriage and Wagon Company
(Limited), the New Beeston cycles and motors, &c.
CONTINENTAL NOTES.
New Companies Registered.
[Under this heading we give a full list of new Companies regis-
tered which take power to make, denl, or become interested in
any manner in automotor vehicles. We shall be pleased to
reply with detailed particulars to inquiries through the
" Answers to Correspondents " column. All communications
should be addressed to the Editor. The only stipulation
which we make is that where the inquiry inrolres a search
of the records at Somerset House — as in the case of informa-
tion on the subject of the holdings of shareholders — a postal
order must be enolosed to oover the Government stamp of one
shilling which is charged before a search is allowed to be made.]
Accumulator Syndicate, Ld
Ames Brake Syndicate, Ld. (Guildhall, Northampton)
Bailey Bros., Ld. (53, Tenby St. North, Birmingham)
Birmingham Carriage Lamp Co., Ld. (City Lamp
Works, Birmingham)
Blackpool Motor-Car Co., Ld. (Commercial Buildings,
Leeds) .... .... .... .... ..■• *•• •■«•
Brampton Brothers, Ld. (Oliver St. Wks., B'ham.) ....
Frank Peach & Co., Ld. (48, Holborn Viaduct, E.C.)„.
Hewett'a Chain-Gearing Syndicate, Ld. (6, Jeffrey's
Square, E.C.)
Hitching's, Ld
Hull & Barton Cycle Manufactrg. Co., Ld. (Butt's Rd.,
Barton-upon-Humber, Lincolnshire)
Ideal Cycle Syndicate, Ld. (3 & 4, Crooked Lane, E.C.)
James Cycle Co., Ld. (26, Waterloo St., B'ham.)
Kear- Appleton Cycle & Engineering Co., Ld. (Redcross
St., Bristol) „.
Masonoid Silver Syndicate, Ld._ _
Messrs. Cross & Mathews, Ld _
Mulliner (London) Ld. (28, Brook St., W.)
National Motor-Carriage Syndicate, Ld. (37, Wal-
brook, E.C.)
New Macgregor Cycle & Engineering Co., Ld. (Not-
tingham)
Peerless Accumulator Syndicate, Ld
Pern' & Co., Ld. (36, Lancaster St., Birmingham) ....
Progress Cycle Co., Ld. (Foleshill, Coventry)
Bobert Bunting & Sons, Ld. (19, St. James' St.,
Sheffield)
Thornton Motor Co., Ld. (Worsley St., Hulnie, Man-
chester)
White, Jacoby, & Co., Ld. (54, Bayham Place, Camden
Town, N.W.) „ *
Yorkshire Motor-Car Co., Ld. (Bradford & Harrogate)
Capital.
£30,000
1,700
8,000
15,000
10,000
200,000
50,000
15,000
50,000
10,000
10,000
50,000
50,000
3,000
60,000
10,000
30,000
60,000
15,000
800,000
50,000
85.CO0
1,000
4,000
2,500
Namn denna tidskrift "Thb Automotor and Horselkss
Vehicle Joubnal" nar ni tillskrifver annonsorerne.
All interested in automotors should join the Self-Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.C.— (Advt.)
The "Soci6t6 Francaise d' Automobiles pour Construire des
Voitures sans Chevaux " has recently been formed with a capital
of 600,000 francs. M. Gaillardet is director and chief engineer.
L' Autocar advertises for a motor-car which shall carry
1,500 kilos, at a speed of 15 kilometres for 15 hours per day, or,
in other words, a motor-car is required that shall have a speed
of 9'3 miles and shall carry lj tons for 15 hours per day.
It is said that owing to the death of M. Levassor the business
of the Soci6te Panhard-Levassor will be carried on by the
former gentleman as sole proprietor, or a public company might
be formed. The firm is very busy with orders for its type of
motor-car. We are glad to hear it.
"La Society d'Encouraoement pour L'lNDrsTRiE
Nationals," whose address is 44, Rue dc Rennes, Paris, offers
a prize of 2,000 francs for the invention of a new means for the
safe employment of heavy petroleum. '800 specific gravity
safety in the use of petroleum is one of the principal objects to
be attained.
A writer iu our contemporary, La Locomotion Automobile,
exhibits his Anglophil propensities by signing himself " OTom
Obile." We had some difficulty at first in recalling to mind such
a distinguished family name, but at last we grasped it Not
bad, is it '( Next please.
»
A public service of automotors is to be inaugurated from
Antwerp to Brussels on lines similar to that which govern
light railways in Belgium.
The Committee of the Automobile Club of Paris has voted a
medal to M Georges Broca, director of the Paris Tramways, in
recognition of the great services he has rendered to the cause of
automobilism in substituting mechanical traction iu place of
horse traction. How different with us. Our tramway and
'bus company directors in London are marking time and are
waiting, to use their own language, for the production of a
"really satisfactory" motor. Everything comes to him who
knows how to wait — even (as The Engineer would say)' a " really
satisfactory motor."
t
The Vicomte de Champfleur has had a Panhard and Levassor
motor-car for three years, and in which he and his wife have
travelled more than 3,000 leagues.
It is proposed to introduce automotor fire-engines for use in
Paris. We should think so, too, after the late terrible accident,
which, like our London warehouse fires, demonstrated the
inutility of steam squirts drawn by horses.
A majority of Paris cyclists have adopted Saint Cloud as
their patron saint in preference to Saint Germain.
The General Council of La Charente has authorised the
establishment of several services of motor-cars to facilitate
communication between the various towiiR.
The "Concours d'Art Industriel" has not succeeded iu
effecting any decided improvement in motor-cars. The Com-
petition is, indeed, a failure so far as bringing forth any really
practical types of motor-cars is concerned, and hence the three
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[June, 1897.
medals were not awarded. Five competitors received money
prizes and mention. Really, the Concours had the effect of
producing some of the most fearful and wonderful looking
tilings on wheels it is possible to imagine, and even those
machines which obtained reward and mention are beautiful
examples of what to avoid in motor-car work.
La Locomotion Automobile illustrates, rather unkindly we
think, these prize winners. M. Pierre Selmersheim obtained a
special mention and 600 francs for a motor-car, which, no
doubt, is efficient in affording protection to the driver and
passengers, but which at the same time resembles a huge
ei>eked hat on wheels with numerous windows — a more
atrociously ugly thing it is difficult to conceive.
Four other motor-cars obtained mention and money prizes of
150 francs. That of M. Vireux resembles a four-wheeler with
a clothes basket in front and a "boot" behind ; that of M.
Courtois is also like a four-wheeled cab with a kind of elevated
coffin attached to the rear, in the upper part of which the
driver sits and looks over the roof. M. Frich's car is something
like a phaeton in a very early stage of development, and it
carries a kind of cow-catcher in front. M. Laf ore's car looks
like an overturned Nautilus shell. The appearance of these
cars in London would, we think, evoke that ridicule which
kills. It is evident that none of these designers have con-
sidered the ajsthetic element. A London omnibusor " growler "
may not be as artistic as Apollo's chariot (we believe that
gentleman used to take occasional carriage exercise), but they
are things of beauty compared to the motor-cars in question.
To use the languago of the distinguished reporter to the jury
they certainly are not calculated to arouse either enthusiasm or
admiration, but we admit with him that the subject involves
much difficulty.
— — «
Notwithstanding the disappointment with which Motor-car
Competitions have so far resulted in, our French friends are
determined to solve the problem of producing a motor-car that
will replace the dray and wagon. That enterprising and
patriotic body, " L' Automobile Club de France," whose efforts
in the direction of automobilism we cannot sufficiently appre-
ciate, have evidently intended that if we claim the honour of
the locomotive, to France shall belong the honour of producing
the " really satisfactory " (will The Engineer please note} motor
van. To this end they have arranged for a competition for
automotors and other tractors intended for heavy weight the
minimum weight to be carried being one ton, either of pas-
sengers or goods. The object of the vehicles being for use
either as street cars or, as we should say, railway omnibuses or
as parcels vans. The competition will take place on August
5th of this year, near Paris, and is international. A competitor
can enter as many vehicles as he pleases, provided they are not
of the same type. Each vehicle pays an entrance fee of 200
francs, and double that if entered after the official date,
June 1st. The list of engagements closes on June 25th. Since
writing the above we hear that the competition has been post-
poned for a month, at the request of competitors. We hope
that at the last minute the " L' Automobile de France " will not
be disappointed as was The Engineer.
Thb Technical Commission is composed of MM. Barbet,
Bourdi, Broca, de Chasseloup, Laubat, Collen, Jentuud, Lemoine,
Monimerqu6, Perignon, Talansier, Varennes, Hospitalier,
Forestier, Panhard, Michelin, Mors, and Quesnay. M. Le
Compte de Chasseloup is the organising director.
According to Lee Sports the entries have been very numerous,
but we do not hear that any English firms have entered. If we
might suggest, we should say that the Liquid Fuel Company,
of (.'owes, and Mr. Thomycroft, of Chiswick, might enter their
motor-cars with decided prospects of success. It is all very
well for our contemporary Lee Sports to decry the exhibits at
the Crystal Palace Show, but we cordially recognise that even
they could not approach the motor-cars which were shown at
the" Magasins du Louvre— in sheer ugliness. Les Sports says
that the decision of the jury in the latter case has been most
severely criticised ; we should think so, indeed. The French
have undoubtedly a keener artistic perception than we have,
and how anyone can commend these things passes our compre-
hension.
»
Automobilism in France is evidently a matter which involves
(and rightly so) a commendable attention to the iuner wants of
the human motor, which somehow finds in automobilism no end
of excuses for the consumption of pleasant " fuel " in the slia|>e
of dinners, which, in their turn involve free " lubrication "
through the valves, &c. Thus the members of the Automobile
Club de France find it necessary, in order to undergo the severe
mental and physical hardships involved in their search after
The Engineers " really satisfactory " motor, to recuperate them-
selves with dinners, picnics, &c. (a course of conduct of which
we ourselves highly approve). On this side of the channel,
however, automobilism is under a cloud at present, and hence
we take our bread and cheese sadly, and don't ask our friends
to share the repast.
MOTOR-CAR FITTINGS.
It is a significant sign of the growth of the motor-car industry
when we see the leading steel makers laying down plant
especially to cater for the trade. Amongtho*- who are devoting
themselves to the manufacture of the various forgings, stampings,
&c, used in the industry, we should mention the Kelham Rolling
Mills Company, of Sheffield. This firm of ironmasters possesses
plant and equipment for the rapid and accurate production of all
those parts which must be light and yet very strong. Their
speciality is, however, tyres ; these they make of every conceiv-
able section and size, several rims being specially designed to
take the rubber motor tyre of Mr. Jessop Browne, of 104-107,
Great Brunswick Street, Dublin, one of which we illustrate
herewith.
VW^^^^^*V^^^^^^^^*^^A^W«
Improvements in Gas Motors. — Mr. Tremlett Carter has
worked out the details of a new gas-engine cycle which he has
invented. According to the Electrician, the principal improve-
ments in the Otto cycle which this new cycle is directed to
effect are :— (1) The useful recovery of heat wasted in the jacket
and the exhaust, which in the Otto cycle is represented by some
70 to 80 per cent, of the total heat ; (2) the abolition of the
idle revolution, without the use of two working cylinder ends,
and without the use of a pump for compressing the explosive
mixture ; (3) an increase in the power obtained from a given-
sized cylinder ; (4) prompt and efficient regulation without
omission of explosions ; and (5) a means of increasing the
power of the engine considerably beyond the normal, to enable
it to take extra heavy loads for short intervals. The consump-
tion of gas by an engine working on the new cycle is expected
to be from 50 to 60 per cent, only of the gas consumed in the
Otto cycle, the thermal balance-sheet showing a thermo-dynaniic
efficiency of 40 per cent, for engines of moderate size.
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377
CORRESPONDENCE.
•#* We do not hold ourselves responsible for opinions expressed by
our Correspondents.
*,• The name and address of the writer (not necessarily for publica-
tion) must t'» all cases accompany letters intended for insertion
or containing queries.
RUBBER TYRE PATENTS.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Dear Sir, — It has been our misfortune not to see your
excellent Journal until just lately, and only yesterday were
we able to obtain the February number, in which we find
reported on page 202, a report of the hearing of the application
by the Shrewsbury and Talbot (8. T.) Cab and Noiseless Tyre
Company (Limited), for prolongation of Carmont's patent,
No. 703, it is therein stated that Mr. Alexander, Q.C., and
Mr. Baker appeared for " various opponents," this is an error
which in justice to ourselves (though late in the day) we must
ask you to be good enough to correct. We alone took out a caveat,
entered objections, and took the very costly course of getting
up a case against the application of the S. T. C. Company, by
accountants, experts, and others, and by appearing by Counsel
before their Lordships of the Judicial Committee of the House
of Lords, when, owing to, as we are informed, onr action the
jietition was dismissed. We should be obliged by your inserting
this letter in your next issue. Kindly see enclosure. — We are,
dear Sirs, yours truly,
Per pro Kelham Rolling Mills Company (Limited),
J. B. Booth, Director.
Kelham Island, Sheffield,
May 29M, 1897.
(Enclosure referred to.)
Extract from the " Sheffield Daily Telegraph," February 4th, 1897.
Important Action bv a Sheffield Company. — The Kelham
Rolling Mills Company (Limited) were successful in an important
i-ase decided yesterday. The action was one heard before the
Judicial Committee of the Privy Council, including Lord
Herschell (president), Lord Davey, L>rd MacNaghleu, and
others, for the prolongation of a jiateut, No. "03, for the manu-
facture of tyres for rubber-tyred vehicles. The patent was one
taken out by Mr. William Hassalwood Carmont, consulting
engineer, and the Kelham Rolling Mills Coni|>any objected to
the patent being prolonged. Mr. Sutton, <j.C, ap|>eared for the
Attorney-General, Mr. Cogens Hardy, Q.C., and Mr. Wilkinson
for Mr. Carmont and the Shrewsbury Talbot Noiseless Cab and
Tyre Company, and the Kelham Rolling Mills Company were
represented by Mr. Alexander, <j.C, and Mr. Baker (instructed
by Messrs. Porrett and Fawcett, Sheffield). The hearing of the
action occupied a long time, and many expert witnesses were in
attendance. Their Lordships finally gave judgment in favour of
the Kelham Rolling Mills Company, and decided not to grant a
prolongation of the patent
THE BRITISH MOTOR SYNDICATE'S "MASTER
PATENTS" AND ROOTS AND VENABLES.
To the Editor of The Automotor and Horseless Vehicle
JOUIINAL.
Dear Sir, — Referring to the correspondence between the
British Motor Syndicate's solicitors. and ourselves which you
inserted in the May issue, we think that the detailed contents
of the No. 6 letter to which you made reference should (trove of
particular interest to your readers generally, as we especially
wanted to draw attention to the points as follows, viz., that
having written on the 17th and 25th of March each time asking
for numbers and dates of the patents which it was alleged we
were infringing, and still receiving no reply from Messrs. Sharpe
and Parker, we then informed Messrs. Sharpe and Parker that
whereas they alleged we were infringing the patent or patents
of the British Motor Syndicate, we claimed that an infringement
of these patents was impossible, because, firstly, our patents deal
with petroleum oil motors, while the patents of the B.M.8. are
in connection with petroleum spirit motors and use that
dangerous spirit benzoline. Secondly, ours is the only carriage
oil motor, and, therefore, is in another class to the spirit motors
of the B.M.S. Thirdly, our patents are prior as to date to the
B.M.S. patents. Mr. Roots made the first oil-engine, although
another firm put one on the market first ; our patents are
therefore, the only master patents, although this has been
widely claimed by the B.M.S.
So far from our infringing the B.M.S. patents, we have been
authoritatively informed that the B.M.S. is infringing our
patents, and we shall endeavour to obtain evidence on this
point.
After then referring to the suggested use of our patent,
No. 23,786, as stated by you, we then mentioned that when our
Mr. Roots in 1893 sold a vehicle oil-motor to Messrs. Peugeot,
he gave them permission to use this invention (No. 23,786) on
that vehicle only, to which his motor was fixed, and no other,
and we then asked, as appears in the subsequent letters, as to
whether the Daimler carnages of the B.M.S. use this method of
cooling the motor jacket water.
By inserting this letter in your next issue we shall be
obliged.— Yours faithfully, Roots and Vbnables.
100, Westminster Bridge Road,
London, May 25th, 1897.
THE MOTOR-CAR COMPETITION.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir,— I have read with both interest and regret the leader on
the above subject in The Engineer of the 4th inst.
The opinions and suggestions as set forth there raise such
momentous questions that some further consideration of them
cannot fail to be of interest
The Engineer roughly outlines the probable conditions of
service of the successful motor-car, which, as I understand
them, are that it must l>e capable of being steered, managed,
and maintained by one semi-skilled man— a man knowing almut
as much of engineering as the average groom or coachman
knows of veterinary surgery. A discussion of the possibilities
of constructing such a motor-car will probably Ikj instructive.
In my opinion -and I have had some experience of steam
launch machinery run by half-skilled men — it is impossible that
such a man as has l>een referred to could satisfactorily take
care of a compound high-speed engine, water-tube boiler, and
surface condenser suitable for a motor-car ; but it does not
follow that it is impossible to make machinery for this purpose
which he could manage. It is into the peculiarities of this
machinery that I propose to inquire.
The boiler must be of simple and strong construction,
incapable of explosion, and yet not too heavy ; it must also be
capable of regulating its own water level and furnace tempera-
ture, for no one could steer a carriage in ordinary traffic and at
the same time have to be constantly handling feed and fuel cocks.
The only boiler which seems at ail promising as likely to comply
with these conditions is some form of instantaneous generator.
Possibly a combination of steam tubing could be arranged to
form such a generator which, if feasible, would possess the
advantages of great cheapness and facility for repair.
With such a generator a pressure-piston balanced by a spring
would suffice to regulate both water supply and furnace tem-
perature. Of course, I assume that petroleum would be the fuel
used, as with a suitable burner it does away with stoking and
smoke, besides being under perfect control and beiug cabbie of
great ranges of power. The engines of this conveyance probably
present greater difficulties than the boiler. They must be able
to run for very extended |«riods without anything but the most
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[JtTKB, 1897.
elementary adjustment ; they must be able to do with no oil one
week and hall a pint per hoar the next, and must be able to
stand cleansing with a stable hose. This looks rather a large
order, but it is not quite as extensive as it seems. Of course, it
excludes anything like high-speed compounds and such-like
engines, and it precludes the possibility of using the lightest
possible engines, which, however, there is no necessity for ; in
fact, it is hardly likely that any form of double-acting engine'
would stand such treatment.
The most promising line of advance is in the single-acting
direction. A single-acting engine, either simple or compound,
can be built which may be simplicity itself, and as it has pressure
only in one direction and no bottom cylinder covers, wear in
the bearings only increases the clearance, and adjustment is
unnecessary for a very long time. For instance, a single-acting
compound engine with two cranks at an angle of 180° can
be arranged with the ]K>rts in the cylinder walls, the piston
acting as slide valves, and the high-pressure cylinder exhausting
direct to the low pressure. Some extra clearance would have
to be provided to obviate back pressure, but the loss from this
source would be amply compensated by the total absence of
complication. The only valve required would be an admission
valve — a tappet valve, if you like — to the high-pressure cylinder.
Or, as we have a valve we can make it work full time, and by
controlling the high-pressure exhaust do away with unnecessary
back pressure in this cylinder.
Such an engine can be safely boxed in, and given a crank pit
oil bath which will carry sufficient oil in ordinary work for a
long time if the party in charge should happen to forget he has
such a thing as an engine to look after. Parsons's steam turbine
would be an ideal car motor ; but I am informed that there is
a difficulty in reducing the speed, and I believe one has to use
two of them if one wishes to reverse.
As to the condenser, nothing like a circulating fan can be
admitted. Our only sources of circulating energy are the waste
funnel heat, as with a funnel casing, and the force of the
exhaust. With a surface condenser the former is the only
feasible plan, and the weight would be considerable. Some
time since an engineer of high standing suggested the use of an
air-jet condenser, using the exhaust steam to carry air into a
condensing chamber, and in this way there is a chance of
making a cheap and indestructible condenser. Some waste of
water would be inevitable, but with the boiler suggested no
fjreat harm would result from filling up at the nearest pond.
It may be as well to pause here to remind intending builders of
motor-cars for the market that the party in charge of them is
fairly certain, sooner or later, to fill them up at a horsepond.
This is worth bearing in mind when designing a boiler. Along
these lines it may be possible to build motor-car machinery
sufficiently hardy for the public use.
Finally, I may be able to give a word of consolation to those
who feel disappointed over the result of The Engineer com-
petition. As a maker of petroleum burners for motor-car
furnaces, I am in a position to know that some of the best
firms in England, beyond those mentioned in The Engineer
entry list, are working at the motor-car problem.
Camborne, June 8th. J. S. V. Bickford.
[We agree with our correspondent ; elsewhere we have pointed
out that more engineers are quietly working out the antomotor
problem than our contemporary is apparently aware of. We
have also expressed a high opinion of the suitability of Parsons's
turbine.— Ed.]
A HINT TO ENTERPRISING FIRMS.
To Che Editor of The Actomotor and Horseless Vehicle
Journal.
Dear Sir, — I often experience great difficulty in finding out
where to get parts made for autocars, such as hinged axles,
large sized ball bearings, large wheels, tubular or other frames,
and other parts. I have sometimes written to a number of
firms who make carriage parts, but they often decline to under-
take special work for motor carriages.
If those firms who are laying themselves out for this work
would advertise their names in your Journal it would assist
many who, like myself, are working out improvements in
autocars, and it would undoubtedly be to their own advantage.
I enclose my card, and remain, yours faithfully,
Patentee.
June 10M, 1897.
WWI^OWWWIWXVWVWMM
PROCEEDINGS OF SOCIETIES.
Petroleum as Steam-Engine Fuel.*
Petroleum &h liquid fuel has been used much more largely than other oils, but
gas tar, creosote oil, and green oil from gasworks have also been found to be very
effective. The first experiment* in Russia with petroleum were made in 1874, but
it was not until 1883 that liquid fuel was used to any great extent In locomotives.
Many experiments were tried in the direction of using atomisers or pulverisers
for the purpose of making liquid fuel into the form of a spray, and amongst
them may be mentioned those of Lentz, Artlmeff, and Brandt. In 1884 a com-
munication as to the use of liquid fuel for locomotives In south-east Russia was
made by Mr. T. Urquhart to the Institution of Mechanical Engineers, and that
communication contains very full information as to the way in which the work
was done.
While there is little doubt that there are great advantages )n the use of
petroleum refuse for raising steam, either in locomotive or other boilers In a
country like south-east Russia, where such fuel can easily be obtained, the
difficulty of obtaining it at a reasonable price in this country has been a barrier
to the introduction of liquid fuel as an article of considerable consumption,
although its great convenience and adaptability render it a very desirable fuel
if anything can be done In the way of ensuring a constant supply at a moderate
price. Roughly speaking, the author lias found that with Lancashire coal at
Hs. per ton, liquid fuel ought not to cost more than Id. per gallon to do
equivalent work. In the south of England, where coal is dearer, the conditions
are somewhat more in favour of oil. The use of oil is in some respects not uulfke
the use of gas In a gas-stove, as ft can be turned off at once when it is not wanted,
and started again at a moment's notice, thus preventing waste. The combustion
can be made so perfect as to get rid of all smoke, and. If proper precautions are
taken, no damage whatever Is inflicted upon the fire-box plates. These no doubt
have to be protected In some instances by a lining of brickwork where the spray
Impinges upon one spot constantly, but, on the other hand, the fire-box sides in
a locomotive are relieved from the constant abrasion of the coal which tends to
wear down the plates between the stays and thus reduces the life of the fire-box.
A liquid-fuel system does not necessitate the radhml alteration of a boiler, a*
in most cases arrangements can be made: — 1st., either to burn coal alone;
2nd, coal and oil in such proportions as may be convenient; and 3rd, oil alone.
The theoretical evaporative value of different kinds of oil compared with coal
has been as under ; —
Theoretical Evaporative Value or Petroleum from akd at 213° F.
Pennsylvania^ heavy crude oil
Caucasian light crude oil
„ heavy „
Petroleum refuse
Good English coal
Lbs, of water
per lb. of fuel.
... 31*48
... 22'79
... 20*86
... 20-53
... 14*61
The methods of applying the oil-jet In a locomotive boiler have been varied a
f;ood deal, in some cases the oil being introduced through the fire-hole door, and
ii other cases the jet being Inserted below the foundation rings ; so that, as
Mr. Urquhart pointed out, be was able where he burnt nothing but liquid fuel
to close up the fire-hole door altogether, thus obtaining more heating surface
in his fire-box.
The method adopted by Mr. Holden on the Great Eastern Railway Is to put
in two special openings through the fire-box casing, into which are entered the
oil- jets.
There are on the Great Eastern Railway 37 locomotives, 13 stationary boilers,
and 4 furnaces fitted with liquid-fuel firing at present. In the case of the
locomotives, the oil-fuel Is carried in two cylindical tanks placed on the tender,
leaving the central space perfectly free to hold coal as before. Suitable pro-
vision is made for warming the oil in these tanks in the winter. Prom these
tanks the oil is carried by pipes to the engine foot-plate, where, after passing
through the necessary valves, It Is sprayed into the fire-box by the injectors.
Sections of one of these injectors are shown in the figures on next page.
An ingenious addition to this form of injector has a pipe at the end through
which heated air, heated by the waste heat in the smoke-box, can be drawn
through the injector, which it enters at a temperature of 300° P., and combined
with the oil as It enters the fire-box. Another use which is made of this induced
current where a locomotive happens to be fitted with the automatic vacuum
brake, Is to couple the injector up with the brake-pipes and make the fuel-
injector act as au ejector for maintaining the vacuum throughout the train.
Where this is done, of course the advantage of the heated air going Into the
fire-box is not obtained. Should oil-fuel be used alone, it is only necessary to
cover the fire-bars with a thin coating of broken fire-brick so as to prevent the
in-rush of too much cold air.
The consumption of fuel for doing correspond lug work is stated to be, on the
Q reat Eastern Railway, as follows ; —
Lbs. per mile.
When using coal only 35*4
„ and oil combined {^j*1 "' ;;; }£J
— 32*3
„ „ oil only ... , 16*5
* Excerpt of paper read before the Institution of Civil Engineers, by J, A.
AstlXALL, Esq., M.I.C.E., Ac.
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THE ADTOMOTOR AND HORSELESS VEHICLE JOURNAL.
379
Once the use of oil is arranged for in considerable quantities, it becomes an
easier matter to supply the locomotives with their fuel than in the case of coal,
as the oil can be allowed to run out of suitable tanks with great facility into the
reservoirs provided upon the tender. The fuel employed on the Great Eastern
Hallway until recently consisted of Russian astatki, or petroleum refuse, having
■ specific gravity of 0*906, and an ignition temperature of 316° P., but the
quantity imported to this country is not sufficient at present to make it readily
obtainable. At present green oil' is being used, and this is obtained from gas-
*™?9' and has a epeciflc gravity of l'l, and a flash-point of about 230° P.
The author has fitted several Lancashire and Yorkshire Railway Company's
locomotives with oil-burning apparatus for use on the Liverpool Dock Hues, tlic
main object in this case being, not to economise in fuel, but to get rid of fire
risk on account of the emission of sparks, and also to avoid the production of
smoke, which would have been most objectionable in passing some of the
Liverpool streets. In this case Holden's injector was used, and the author has
reason to believe that this course has been followed by the other railway
companies who make use of the Liverpool Dock lines. In the case of the
fi1^?* e,,R"ies* creosote oil has been largely used as being the cheapest fuel
a » * bllt Kas~tar has been found to give very good results.
The use of liquid-fuel for the production of steam cannot be said to be In any
way In the experimental stage so far as mechanical appliances are concerned, in
fact, it may be called an ideal method of raising steam, the only difficulty arising
being that of the question of supplying fuel at a reasonable price, a difficulty not
easily surmounted in a country so far removed from the oil-fields.
follows :— (1) That the proportions of their parts and the materials of which
they are constructed are suitable to withstand the stresses Imposed upon thein.
(2) That the bearing-rollers must be kept parallel with their axle or journal, and
that they must not be allowed to touch each other. (3) That the bearings
must be as simple and contain as few working parts as possible, and that they
must be so designed that they can be applied and adjusted by any intelligent
workman. (4) That they can be produced at reasonable cost. Simple as these
requirements may appear, it is probable that only those who have tried to
construct such bearings know how difficult they are to obtain.
The reduction in starting effort in roller as compared with ordinary hearings,
which reduction reliable experiments have proved to amount to from A0 per
cent, to as much as 83 per cent., is of such importance In all cases of mechanical,
electrical, or animal traction, that, if this was the only advantage, it would
warrant, other things being equal, the adoption of these ttearings. Iu the case
of steam or other mechanical traction, the reduction of starting effort allows
of heavier trains or vehicles being controlled by the existing locomotives or
other motors than can at present be dealt with. In railway vehicles the
starting effort has been found in many cases to be as low as 3 lbs. per ton of
load. The following are the results of careful experiments made to ascertaiu
the relative starting effort and running friction of tramcars fitted with ordinary
and roller bearings : —
.Starting Effort.— Cars weighing 4 tons 15 cwt. ; ordinary bearings, 196 lbs.,
or 41*68 lbs. per ton ; roller-bearings, 30 lbs., or 6*63 lbs. per ton.
Running Friction.— Gravity test.
Holdbk's Liquid-Fuel Buwtbb as L'sed on the* G.E.R.
BoUer-Beariner».*
Thk constantly Increasing application of roller-bearings to rolling stock and
other purposes, and the advantages claimed from such applications, have excited
so much attention, that the author feels no apology is needed for introducing
this subject to the Institution.
It is certainly somewhat strange that although full knowledge of the advan-
tages of rolling motion, when applied to tractive purposes, has existed for
centuries, as illustrated by the use of wheel* for transporting heavy loads, it
is only within quite recent times that any serious attempt has been made to
introduce the same movement between the axles or journals of such wheels and
their bearings.
To realise the Importance of easy traction it is only necessary to consider the
vast sums of money which have been expended in producing surfaces favour-
able to traction by rolling motion, as exemplified bv the railway, tramway, and
road systems of this and other countries. It would, therefore, appear that, if
by the Introduction of roller-bearings to the journals of the rolling stock or
to the axles of the vehicles running upon such surfaces, a further and consider-
able reduction In the tractive effort can be obtained, and this at a comparatively
small additional expenditure, the application of such bearings would become
general.
The following are the principal advantages claimed for rolling motion Iu
bearings : reduction in starting effort, decreased tractive and revolving effort,
economy In lubrication.
If these theoretical advantages are accepted as arising from the application
of rolling motion to bearings, the practical question is, Can such bearings be
constructed to withstand the shocks of present railway loads and speeds, as
also the heavy stresses connected with modern tools and machinery, at reason-
able cost ?
The requirements of satisfactory roller-bearings may be summarised as
* Paper read at Institution of Civil Engineers, by W. Baylky Marshall, Emj.,
A car fitted with ordinary bearings and weighing 2 tons 15 cwt. was let loose
from a point 56 feet up an Incline with 1 foot 6} Inches rise. It ran down this
Incline and 67 feet along the level line at foot of same, or a total distance of
111 feet. The force expended was, therefore, 6,160 11m. falling through
1-521 foot, or 9,364 foot-lbs. The average frictional resistance was 9,364 + 111,
or 84 lbs., equal to 30*5 lbs. per ton. A similar car fitted with roller-bearings,
being let loose from the same point, ran the full length of the level tine avail-
able, namely, 320 feet, and had not then quite come to rest, the total distance
traversed being 376 feet. The force expended was as above, 9,364 foot-lbs. The
average frictional resistance was 9,364 + 376 = 29*4 lbs., or about 9 lbs. per ton
of load.
In the case of animal traction any reduction would not only be of great
economical value by increasing the average life of the animals employed, but
would also enable them to perform their duties with much less distress than
under present conditions— a result much to be desired.
The following figures are of Interest, and are founded ou the results of actua
experiments In tramway practice : — Relative starting effort of a tramcar ou a
gradient of 1 in 20 — ordinary bearings, 100 ; roller- bearings, 77 ; saving 23 |»*r
cent. On a gradient of 1 in 80— ordinary bearings, 100; roller-hearings, 50 ;
saving 50 per cent. On a gradient of I In 140— ordinary bearings, 100; roller-
bearings, 39*6 ; saving 60*4 per cent.— results which require no comment.
As to decrease In tractive or revolving force, as the case may be, decrease iu
tractive force is of great consequence in railway, tramway, and road vehicles,
as It reduces the constant or "fixed charge" upon the locomotive, motor, or
animal ; and similarly a reduction iu the force necessary to revolve shafting and
other machinery Is of the greatest economical value, seeing that the amount of
power expended in driving the main and counter shafts in workshops lias been
proved to amount to as much as from 50 to 80 per cent, of the total power
einployed.
The reduction in the amount of lubrication required Is purely an economical
question ; experiments have, however, shown that at least 50 per cent, saving
can be effected by the use of roller-bearings. With a perfect roller-bearing no
lubricant Is required, but oil must l>e used to prevent rusting.
As to the possibility of realising the theoretical advantages of roller-bearings
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jirxs, 1897.
in practice, which Is the question engineers have to consider, the results so far
obtained are to the author's knowledge so satisfactory that his conviction is,
that their adoption will be greatly increased In the immediate future. The
following examples appear to prove that the experimental stage haH been passed,
and that roller-bearings liave now developed into practical realities : —
The Corporation of Blackpool have had some of their tramcars fitted with
roller-bearings, and these cars have been running ou their electric tramway for
over three years, and with results so satisfactory that they have applied similar
bearings to* all the new cars which have been constructed since the advantages
of these bearings were established ; and their consulting engineer some short
time ago certified that at least 30 per cent, of energy is saved oy the use of such
bearings as compared with those in ordinary use.
The Liverpool Overhead Railway made their first trials with roller-bearings
some two years ago, and are now gradually fitting them to the whole .of their
rolling stock. Mr. Cottrel), the engineer arid general manager, has been good
enough to send examples of the bearings after they have performed a consider-
able mileage.
The City and South London Electric Hallway are now experimenting with
roller-bearings applied to their carriages.
The engineers for the Waterloo and City Railway have specified roller-bearings
for the whole of the stock ordered for this line.
A passenger train of six carriages, fitted with roller-hearings throughout has
been running for two years between Brighton and Kemp Town, and has shown
a saving of from 12} to 15 per cent. In the consumption of fuel, which saving has
been obtained under disadvantageous circumstances, inasmuch as the engine has
to 1>e kept In steam for about 16 hours, whilst its actual running time is under
seven.
The Weal«rn Railway of France are fitting a complete train with roller-
liearings for experimental purposes, and the report of their engineers will
undoubtedly be of great value, as investigations of this kind are carried out
with great care and skill by our Continental neighbours.
Experiments are being made in some of cur Colonies, as also on some of the
principal railways in South America.
Roller-bearings have been fitted to many horse-cars with results most beneficial
to the animals employed, and it Is estimated that the use of them would so
prolong the life of the horses that the reduction In their depreciation alone
would show a saving of considerably over £10 per car per annum.
In general application, perhaps the most interesting is the fitting of roller-
bearings to the big bell of St. Paul's Cathedral, "Great Paul." which with its
lieadstock weighs some 23 tons, and which gave considerable trouble when
mounted on ordinary bearings.
It would also appear that there Is a large field for the Introduction of these
hearings to the thrust and ordinary bearings of propeller shafts. The foregoing
illustrations of actual application of roller-hearings serve to show the import-
ance of the question and the headway already made, and the author hopes that
discussion will throw further light oh this important subject.
a complete reversal of the flow of water can be obtained should the tubes
become choked. The auxiliary machinery consists of main air pump and Bpare
air pump, auxiliary circulating pump, main and spare feed pumps, main and
spare oil pumps, also the usual bilge ejectors ; the fresh-water tank and hotwell
contain about 250 gallons.
The hull Is built of steel plate, of thickness varying from ft mcn '" """
bottom to J, Inch in the sides near the stern, and is divided Into live spaces by
watertight bulkheads. The deck is of steel plate, ft inch thickness.
The approximate weight* are-
Main engines 3tonsl3cwt.
Total weight of machinery and boiler, screws, and
shafting, tanks, &c 22 tons
Weight of hull complete IS tons
Coal and water 7 J tons
The Application of the Compound Steam Turbine to the
purpose of Marine Propulsion.*
The manufacture of the compound steam turliine was first commenced in the
year 188ft with the construction of small engines for the driving of dynamos ;
successive improvements were nude, and larger engines constructed, but up to
the year 181*2, the consumption of steam was not such as to justify the appli-
cation of this class of engine to the purpose of marine propulsion,* though on
account of it* light weight, small size, and high Bpeed of revolution, it presented
great advantages over ordinary engines for certain classes of work.
In the year 1892. however, a highly developed compound turbine, adapted for
condensing, was constructed for the" Cambridge Electric Supply Coui|Hiny. and
when tested by Professor Ewiug, F.R.S., showed a consumption of steam
equivalent to lo'l lis*, per indicated horse-power per hour, the Istiler pressure
hing 100 II*., and the steam superheated to 127° K. alwvc I he point of saturat ion.
More recently. ti>ui|N>uud turbine engines have been constructed up to
900 hnrse-|>owcf, ltoth condensing and non-condensing, and consumptions of
steam as low us 14 lbs. |mt Indicated horse-power with saturated steam, and
100 lbs. boiler pressure, have been ascertained In engines of 200 horse-
power, and still lower consumptions in engines of larger' sine. -Many of the
original engines are still doing good work : some. es|M*clully tin* larger sizes of
300-horse and upwards, are frequently kept at work for several weeks without
slopping. The returusof the Newcastle and District Electric Light lug Coniiiany
show a yearly cost of up-keep of 2} per cent, per annum, ami the total llorse-
isiwer of turbines uow at work in England exceeds 30,000 horse-power.
In January, 1804, a syndicate was formed to test thoroughly the application of
the compound steam turbine to marine propulsion, and a boat was designed for
tills purpose. In view of the large amount of alteration that would probably be
required before a satisfactory issue was reached, and the large amount of time
and expense necessarily involved, it was decided to keep the dimensions as small
as possible, but not so small as to preclude the possibility of reaching an
unprecedented rate of speed, should all the parts work as satisfactorily as was
anticipated.
The fulfilment of these anticipations was, however, much delayed, and almost
frustrated, by a difficulty which, though foreseen, proved to lie of a much more
serious character than was anticipated. This difficulty was that termed by
Mr. R. E. Froude "The cavitation of the water," or, in other words, the
hollowing out of the vacuous spaces by the blade of the screw, and this pitfall
for the designers of screws for very fast vessels, though indi«rated by theory to
exist, came upon us In the case of our very fast running screw, taxed lievond
the usual extent, in its most aggravated form. When the boat and machinery
were designed, the trials of the " Daring," which first drew attention to this
difficulty, had not taken place.
The "Turbinia"— as the boat Is named — is 100 feet In length, 9 feel beam, and
44} tons displacement. The original turbine engine fitted in her was designed
to develop upwards of 1,500 actual horse-power at a speed of 2,300 revolutions
per minute. The Isjiler is of the vvater-tulie type for 223 lbs. per square inch
working pressure with large steam siwu'e, and large return water legs, and witli
a total heating surface of 1,100 square feet, and a grate surface of 42 square feet ;
two firing doors are provided, one at each end. The stokeholds are closed, and
the draught furnished by a fan coupled directly to the engine shaft. The
condenser is of large size, having 4,200 square feet of cooling surface ; tile
circulating water is fed by scoops, which aie hinged and rev ei-sible, so Ibid
* Excerpt of pu|H*r lead at the recent spring meeting of the Institution of
Naval Architects, by the Unit. Cms. Parsons.
Total displacement .
44} tons
Trials were made with screws of various patterns, but the results were unsat is-
factory, and it was apparent that a great loss of i
power was taking place in the
screw.
From experiments it would appear that in all screws, of whatever slip ratio,
there will be a limiting speed of blade, depending upon the slip ratio and the
curvature of the back— In other words, on the slip ratio and thickness of blade ;
beyond this speed a great loss of power will occur ; and that should the speed of
ships be still further increased, the adoption of somewhat larger pitch ratios
than those at present usual will be found desirable.
The boat has been run at nearly full speed In rough water, and no evidence
of gyroseoplo action has been observable, though such a result would be
anticipated from the known small amount of these forces under actual
I conditions; Indeed, the "Turbinia" has so far proved herself an excellent
sea boat.
The oiling of the main engines is carried on automatically undera pressure of
10 lbs. per square inch by a small pump worked off the air-pump engine; a
small independent duplex oil pump is also fitted as standby. The main engines
require practically no attendance lieyond the regulation of a small amount of
live steam to pack the glands and keep the vacuum good.
The advantages claimed for the compound steam turbine over ordinary
engines may be summarised as follows :—
1. Increased speed.
2. Inoreased economy of steam.
3. Increased carrying power
of
4. Increased facilities for navigating
shallow waters.
5. Increased stability of vessel.
». Increased safety to machinery
for war purposes.
7. Reduced weight of machinery.
8. Reduced space occupied by
machinery.
9. Reduced initial cost.
10. Reduced cost of attendance on
machinery.
11. Diminished cost of upkeep of
machinery.
12. Largely reduced vibration.
13. Reduced size aud weight of screw-
propellers and shafting.
APPENDIX.
Trials or the "Turbinia."
In December of last year several runs were made on the measured mile, and
the maximum mean speed obtained after due allowance for tide was 20 •« knot*
per hour, the mean revolutions of the engines being 2,550 per minute.
Since then new propellers of Increased pitch ratio have been fitted.
Further trials were made on April 1st. The mean of the two consecutive
runs gave a speed of 31 ill knots per hour, the mean revolutions of the engines
l«ing 2,100 |wr minute, the fastest run being at the rate of 32 til knots per
The utmost linrse-|K>wer required to drive the IhmI at I he speed of 31 -01 knots
is 94H, as calculated from experiments on her model, made nt Heaton Work...
on the method of Hie late Mr. William Fronde.
Assuming the ratio of thrust horsc-iiowerto Indicated horsc-isiwer lo be (10 per
cent, (which appears to lie the ascertained ratio for torpedo boals and ships of
fine ii lies), the equivalent indicated horse-power for 31 -01 knols is 1.376.
The feed-water supplied to the boiler was measured by a Siemens' water
metre previously calibrated under the working conditions, aud found to lie
substantially correct. , ,.«,■. . .,
These measurements were made when running at a s]>ced of 28 knot*, and the
consumption at 31 -01 knots lias been calculated from these measurements
according to the known law between steam pressure and consumption, and by
the observed steam pressures on the engines at the respective speeds. The
consumption at 31 -01 knots is approximately 23,000 lbs. per hour, or 15 -86 llw.
per Indicated horse-power. It should be observed that the assumption of the
thrust horse-power being 60 per cent, of the indicated horse-power presupposes
that the propellers are of the best, form attainable, and should those now fitted
lie superseded by others of higher efficiency, as is possible, and, indeed, probable.
then the figures of consumption per indicated horse-power will be correspond-
ingly improved, and the speed of the boat increased.
The consumption of steam at 11 -4 knot* speed ha* been measured by meter,
and found to be 2,700 lbs. per hour, or equivalent to a coal consumption of alionl.
24 •« lbs. per knot.
CONDITIOKS OF ItUXKIKO OF "TURBIMA" AT 31 Mil KNOTS SfEfcl'.
Mean revolutions of engine*
Steam pressure in boiler
Steam pressure at engine*
Vacuum at exhaust of engines
Speed of boat
Calculated thrust horse-power
Calculated indicated horse-power
Consumption of steam, reduced to basis of
3101 knots
Consumption of steam per Indicated horee-povv ei
per hour «
Total weight of machinery, including holler, con-
densers, engines, auxiliaries, shafting, pro-
pellers, tanks, water in boiler, and hotwell, in
working order ■
Indicated horse - power per ton of total
machinery
2.100
200 lbs.
ISO lbs.
13} lbs.
:iroi knots.
946
1,576
23,000 lbs.
l.VJMI Hi-.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
381
Owing to adverse weather these trials have been much delayed, and had
finally to be made under unfavourable ciroumstancea. They are, however,
believed to be substantially accurate.
The Value and Scope of Inland Navigation.*
To arrive at a just opinion of the "Value and scope of Inland Navigation In
.England " is more difficult than in many other countries, owing to the lack of
stat I sties on the subject.
In Germany and in the United States, and especially in France, the Govern-
ment supply very complete and useful information on this, as on many other
matters of general and commercial interest watch are not so fully dealt with by
the British Government.
The Board of Trade publishes annually statistics of railways, tramways,
shipping and building societies, Ac, but not of inland navigation. The canals
were anterior to the age of statistics, and had hitherto managed to evade the
duty of supplying them to the Board of Trade.
The only attempt at an exhaustive return was made in 1888, and this, owing
to its novelty and other circumstances, proved to be very defective.
Whenever opportunity offered I have referred to the insufficiency of this
return, and as the question has been at last taken up by many Chambers of
Commerce, I look forward to another return being called for on an improved
form, and hope that the information sent by the various companies will be
carefully sifted, so that the return when published may be useful to traders,
carriers, and the public generally.
The importance of inland navigation has been lost sight of in this country for
many years, but the time seems to be coming when it will receive greater
attention. Sixty years ago, and for many previous years, transport in England
cost less than elsewhere, thanks to the sea and the system of inland navigation.
It appears that the rate of freight for perishable goods was '.id., for Imperish-
able 2W. per ton per mile, and that this was about naif the cost of conveyance
byroad.
Before the advent of railways, the British canal system of nearly 4,000 miles
was without doubt the best in the world, and at this period the average cost of
transport in Europe was probably upwards of 8rf. a ton a mile.
How much the average cost of transport by rail amounts to in England, it Is
bard to say, as the returns deal only with weight and not with tons per mile, as
they do in many other countries.
The Journal (Us Economistes states that in England it costs l'W. a ton a mile ;
In Italy, l'25a\; Russia, \'2d. ; France, llrf.; Germany, 0*824.; Belgium. 08d. -
Holland, 0*784. ; United States of America, 0'id. ; so that Englishmen pay more
than their competitors; 75 per cent, more than the Belgians, and 350 per cent,
more than the Americans.
Good and cheap transport is essential to manufacturing and mercantile
prosperity. The railways are good, but it is clear they are not cheap, and for
merchandise they are distinctly dear.
The average charge per ton of minerals is Is. 6Jtf., of goods 5*. Id. The receipts
from 200.275,270 tons of the former amounted to £15,414,154 as compared with
£20,703,007 for 80,048,772 tons of the latter in 1896. The author is not prepared
to endorse many of the figures put forward, by out-and-out advocates of canals,
but there are palpable advantages which have only to be used aright, to enable
water-carriage to compete efficiently with railways. One of these is cheapness
of construction compared with capacity for traffic.
The average cost of railways In England was never less than £34,000, and is
now upwards of £47,000 a mile. The Bridge water Canal cost from £4,000 to £5,000
a mile, and allowing another £5,000 to nave been spent In improving it and
making it fit for steamers, the cost per mile becomes £10,000, rather more than
one-tenth the average cost of a railway. »
The traffic passing over a portion of* this water-way, which has a depth of only
4 feet 0 Inches, amounts to 1,300,000 tons per annum,
The maintenance of way and works is heavier on a railway than on a canal,
and increases more uniformly with an increase of traffic. The life of permanent
way is largely dependent on the volume of traffic carried over it, whereas on a
cinal the additional cost entailed by an Increase of traffic Is trifling. Expensive
arrangements for signalling are not needed on canals. The outlay on canal vessels
for an equal tonnage is less than on railway trucks and locomotives, while the
number of men employed on a good-sized barge canal is the same approximately,
ton for ton, as on a railway.
In facilities for loading "and discharging along the route, canals have also an
advantage, and the expense of terminal arrangements is much less than on
railways. A steam barge 90 feet long will carry 300 tons ; a mineral train to
carry this would be 550 feet long, an ordinary 'goods train more than double
that length.
A well-managed railway must always have the advantage as regards speed,
hut there is au Immense amount of traffic for which high speed is unnecessary.
Regularity Is very desirable, and this can be obtained on canals if the system
1 9 properly organised.
The American railway rates are the lowest in the world, but this does not
prevent the use and Improvement of canals.
In 1891 the freight rate for wheat per bushel of 60 lbs. from Chicago to New-
York was, by raff, 15 cents ; by lake and rail, 8*5 cents ; by lake and canal,
5 9 cents; the latter was reduced to 56 cents In 1892. In order to stimulate
competition the State of New York has voted £1.800,000 to improve the Erie
Canal and two of Its branches, so that the available depth may be Increased
from 7 feet 6 inches to 9 feet 6 Inches, and a considerable length has been taken
in hand during the past winter.
The great interest taken, and the expenditure which has been incurred of late,
years In America, France, and Germany shows' the high value put upon inland
'navigation among the leading competitors of England for the trade of the
world.
For twenty years the French have been aiming at making their canals avail-
able for craft of 300 tons, and in 1892 there were 2,500 mil<*<* of this capacity, and
while so doing they have added 81 per cent to the traffic. The improved
canals carry two-thirds of the tonnage in weight, and the work done on them
amounts to four-flfths of the total ton mileage, carried over nearly 8,000 miles.
The mean length of voyage Is 91 miles as against 82 miles by rail ; a portion of
the St. Quentin Canal carries 4£ million tons annually.
Six million tons of goods enter Paris by water as against 15,000,000 tons by rail.
Berlin is supplied to the extent of one-half its imports by canal.
* Paper read at the Institution of Civil Engineers, by Jj. B. Wells, Esq.,
M.l.C.E.
In the United States 27£ per cent, of the traffic Is waterborne. In France 30
percent., and in Germany 23 per cent., whereas in the United Kingdom it is
less than 1 1 per cent.
The deadweight carried on Frenoh canals amounted in 1893 to 26,000,000 tons;
this compares with 34,375,000 tons carried in England in 1888. It is, therefore,
evident that the traffic in this country is well worth providing for; but how
little has been done to improve the position of navigations is proverbial.
Of the 3,520 miles navigable, 1,264 miles are in the hands of railway cora-
S rales. There are about 130 different canals under 100 different ownerships,
onsequently there Is little or no organisation of traffic possible, and a great
deal of unnecessary expense is incurred.
The improvement in the permanent way and equipment of railways has been
most marked. .Locomotives of four tons and rails of 35 lbs. had given place to
locomotives of 60 tons and rails of 103 lbs., whereas over nine-tenths of the
water-ways no change has been made for a century.
There are undoubtedly certain lines of communication which would pay well
for adequate improvement, and, asthe attempt to obtain a reduction of railway
rates at the hands of Parliament has proved unsuccessful, this appears to be
the only means left by which the mercantile and manufacturing community
can obtain relief from a state of things which is very detrimental to the commercial
position of this country. The cost of internal transport is of such great import-
ance that unless it is materially reduced, I believe the public will ere long
become as alarmed on this question as it has been in recent years at our neglect
of technical education, and then the nation would be hurried into a wasteful
expenditure of capital. In the author's opinion a good system of canals would
do much to avoid this, and he considers, therefore, that the value and scope of
inland navigation is very apparent.
NEW INVENTIONS.
Claiming particularly to apply directly or indirectly to Motor
Vehicle*, %c.
Compiled for " Thh Avtomotob awd Homble3s Vbhiolb Joubnai,"
by Hrrbkrt Haddan and Co., Registered Patent Agents, of
18, Buckingham Street, Strand, W.C., London.
At the request of a number of subscribers tee are pleated to
announce that for the future we have arranged to more thoroughly
cover the field of completed Patents referring to the Motor- Car
Industry, by reproducing the latest Specifications and Diagrams.
Patents Applied For.
Abbreviations : Impts., Improvements in ; Belg., Relating to.
1897.
May 1.
10,881.
,. 1.
10.916.
,. 3.
10.932.
„ 3.
10,957.
„ 3.
10,961.
>. *■
11,064.
„ *■
11,142.
„ 5.
11,199.
.. 6.
11,325.
,. 6.
11,327.
„ 6.
11 .SB.
,. 7.
11,367.
.. 7.
11,391.
„ 7.
11,415.
.. '0.
11,616.
.. U.
11,667.
„ 12.
11,758.
.. 12.
11,791.
,, 13.
11,901.
„ IS.
12,046.
„ 15.
12,069.
„ 17.
12,158.
„ IS.
12,215.
,. IS-
12,293.
„ 111.
12,34 <.
., 1».
12.378.
„ 18.
12,100.
.. 2".
12,510.
„ 20.
12,543.
.. 20.
12,550.
„ 20.
12,.'w8.
„ 21.
12,604.
„ 21.
12,783.
.. 27.
13,003.
„ 27.
13,019.
„ 27.
13,020.
„ 27.
13.047.
„ 27.
13,118.
„ 29.
13,309.
„ 29.
13,321.
T. L. Hague. Noiseless driving motor for carriages, Ac.
Wh. Langkord. Impt.s. steering apparatus.
J. A. Coo KB, Impts. relg. propelling mechanism.
J. R. Hill. Saddle supports for cycles and motor-cars, Ac.
Bargeant and Long hurst. Impts. relg. handle bars.
G-. A. Melley. Impts. motor-cars, cycles, carriages, Ac.
J. Harper. Jun. Impts. motor-cars.
J. K. O'Neill. Automatic cut-out for electrically-propelled
vehicles.
J. F. Saroeant and F. Longhurst. Impts. relg. storage of
cycles,
W. Mullan. Impts. engines or motors.
J. Vaughan-Sherran. Impts. motor-carriages.
WooDFJELDand Phelps. Impts. manufr. of chain -wheels.
Franklyn and Taylor. Improved hand rest or grip for
cycles, motor-cars, Ac.
T. Cooper. Impts. reversing gear.
J. Berry. Impts. autocars or automotors.
J. H. Kkkblk. Impts. driving chains.
Box and Muller. Impts. cycles, motor-cars, vehicles, Ac.
Player and Pearson. Impts. in joints for frames.
J. Ellis. Impts. motor-car wagons.
J. T. Ellis. Impts. cycles and vehicles, motor or otherwise.
J. G. Stiddek. Impts. relg. frames.
G. Kirby, Jun. Variable speed gear.
W. B. Thompson. Impts. relg. motor-cars and traction of
vehicles.
A. Appleby. Driving-chain for cyoles and other vehicle t.
W, Bobbett. Improved holder for lamps.
E. B. Kili.ex. Driving apparatus.
H. A. Lamplugh. Impts. cycles and mot or- vehicles.
J. K. Triuwell. Impt». steering and controlling gear,
motor-cars, Ac.
P. J. G. Koi'o.uette. Impts. relg. propulslou
">g R
of VI'
loci pedes
A. H. Sennett. Impts". gearing for mechanically-propelled
vehicles.
F. Henriod-Schweitzer. Impt. retg. motor-cars. Ac.
E. Davie.?. Impts. velocipedes and motor-vehicle*.
J. H. Blakesley. Impts. gearing of cycles anil motor-cars.
F. Henriod-Schweitzer. Impts. relg. motor-cars. Ac.
Gibbs and Wright. Joints for frames.
Gibbs and Wright. Impts. parts of cycles, motor-cars. Ac.
J. H. Hunter. Seats for motor-cars. Ac
PATTiaoirand Others. Impts. relg. self-propelled vehicles.
M. H. Smith. Impts. steering apparatus.
Manes and Barnes. Impts. non-slipping devices.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jus e, 1897.
Specifications Published.
6,419. Self-Propelled Vehicles. Herbert Churchill Capel,
168, Daleton Lane, Middlesex, and Thomas Clarkson,
Grove Villa, Carshalton Grove, Sutton, Surrey. March 23rd,
1896.
Relates to : — 1st. The mounting of the apparatus upon or in
immediate connection with one of the axle*, preferably the back
axle of the vehicle, so that an existing, vehicle can be easily converted.
2nd. An improved system of steering, whereby the fore-carriage
usually employed in horse vehicles may be retained and utilised for
the new requirements.
3rd. The increasing of the efficiency of the condenser by employing
* fan or equivalent drivon by the exhaust steam from the engine, so
that the speed of the air-propeller may vary according to the quantity
of the steam used, and, so far as the motive power is concerned,
complete duplication of the whole system.
Two frames, A, are securely attached to the axle, B, of the road
wheels, and are conveniently shaped so that the motor and driving
mechanism, with or without the fuel tank, and also the boiler if the
motor is steam-driven, may be attached to them and enable all these
parte to be mounted upon or in immediate connection with, and to be
supported by, .the axle, B. The latter is non-rotating, and attached,
either directly or through the framing, A, to the springs, C, which
are connected to the ordinary framing, C', of the body of the vehicle.
The driving-wheels, D, run loose upon the axle, B, and each carries
vehicle is arranged a vertical shaft, S, whieh carries a pinion, S1,
engaging with the toothed arc, Rs. and also carries the drum, S1.
Around the latter pusses a cord, S3, cither endless or with its ends
attache! to the drum in such a manner that by pulling the cord one
way or tlie other the drum, *s;', is rotated, and consequently the fore-
carriage turned. The cord, S3, passes from the drum round pulleys
and through the tubular sides, S4, of a frame which is pivoted at a1,
so that it can be moved from the position shown in full lines into
that indicated by dotted lines. The tubular sides, S*, are connected
by a cross bar, the cord passing round pullejs at the corners, and
across from one side to the other of the frame. The portion of the
cord lying l>etwren the pulleys is exposed to the grip of the driver,
so that by drawing this portion one way or the other across the
vehicle the fore-carriage can be turned in the manner described.
The vehicle is provided with a band brake, the band, Y, preferably
operating upon the exterior of the toothed annulus, D', a foot lever,
Y', piloted at Y-, and connected by a link, Y3, with the lever, Y4,
affording means of putting the brake into operation. An improved
construction of boiler and method of mounting the motor are also
described. ,
on its inner face an internally toothed annulus, D1, with which
engages a pinion, E, carried upon a shaft, K1, driven directly by the
engines. Each of the shafts, E1, runs in bearings carried by the
framing, A, and is provided with an independent motor, F. This
arrangement of duplicate shafts and motors enables differential gear
to bo dispensed with, and also permits of the road wheels being
arranged out of the vertical plane, as is commonly the practice.
The motors, F, are preferably operated by steam, and are of the
multi-cylinder type, with the cylinders radiating. The boiler, which
is of the water-lube type, is enclosed in a easing, G, attached to the
frames, A. The tank, II, containing the liquid fuel for the boiler
may be placed, as shown, behind the hood of the vehicle, or may be
arranged in more immediate connection with the boiler.
A condenser is carried upon the fore-carriage in a casing, ,T, the
front of which is provided with louvres to permit of free access of
air. Immediately at the back of these louvres is arranged a f«u, K,
mounted on a light shaft, K1, and adapted to be driven by a turbine
operated by the exhaust steam from the engiue. A casing enclosing
the turbine receives the st cam from the latter, and ether returns it
through suitable tubes to the boiler direct, or takes it to the con-
denser and general circulating s\slcm.
The boilers arc prcicrablv in dupiicitc.
The steering device adopted so a> to utilise the usual fore-carriage
may be arranged in the following manner: — To the framing, K, of
the fore-carriage and preferably to the existing shaft receptacles, R',
is attached a toothed are, K'*\ the fore-carriage being turned round
so as to bring this toothed arc. upon the side nearest to the body of
the vehicle. In suitable bearings mounted upon the framing of the
6,659. Motive Fluid Engines. Robert Christian John
Dicken, of 21, Welti e Boad, Bavenseourt Park, Middle-
sex, and George Sicken, of Bose Villa, Melbourne Boad,
West Bridgford, Nottingham. March 26th, 1896.
In order to prevent steam or other motive fluid from being wasted
in the cylinder of a steam or motive fluid engine on account of the
length of the ports betweon the interior of the cylinder and the valve
face, the tatter is made curved and concentric with the internal
surface of the cylinder, the slide-valve being suitably formed to fit
thereon.
The invention also relates to improved means for distributing steam
to and from engine cylinders.
The slide-valve comprises a hollow body, the ends of which are made
concave to fit the convex surface of the valve face of the cylinder on
which they work, and are provided with porta adapted to be brought
alternately into correspondence with the cylinder-ports »o as to allow
live steam to pass from the interior of the valve into the cylinder. In
the portion of the body of the valve remote from the cylinder there
fits a hollow plug or tubular piece, which works against a scat on the
inner side of the cover of the valve-chest, and by means of which the
interior of the body of the valve is kept in constant communication
with a steam-inlet in the said cover. This hollow or balance plug is
of such dimensions that it and the valve body will be pressed against
the cover and valve face respectively with no more than the requisite
amount of force to keep them thereon, so that unnecessary wear will
be avoided and the power necessary to actuate the valve will be
reduced. A spring is provided between the valve body and hollow
plug for keeping the plug ngaiust the valve face when the engine is
not under steam. In exhaustiug, the steam issues from the cylinder
past the ends of the valve into the valve-chest and escapes therefrom
through a suitable outlet. The cylinder may advantageously be turned
externally und fit into a casing adapted to form both tie valve-ohest
and a steam jacket. Modifications are described.
7,012. Steam Generators and Motors. Georg-e Franois Gabriel
des Vignes, Teddington, Middlesex, and Stephen Harding-
Terry, M. Inst. C.E., 17, Victoria Street, London. March
31st, 1896.
Relates to steam generators and motors for self-propelled road
carrioges.
The boiler is of the vertical type with internal closed firebox.
The firebox, B, is fitted in its upper part with a number of super-
posed cros» water-tubes, 4, b, of the full diameter of the box which
radiate at different angles or spirally from the vertical centre line
of the box one above another at suitable vertical intervals apart. In
the same horizontal plane as each of these full diameter cross-tube*,
b, b, is a number of radial or centripetally disposed closed ended
water-circulating tubes, A1, ft1, of the same or less diameter than said
cross-tubes, each having preferably (or where its diameter admits) an
internal circulating diaphragm plate, such as illustrated at A5, in one
tube. A1, extending from the expanded or fixed end of the tube, 61,
for a suitable distance towards its closed end. The uptake may be
arranged as usual at or near the top of the box and passing through
the crown of the shell as shown, or laterally therethrough as most
convenient. The boiler shell is made in two parts, B', BJ, with a
e'en'' ral bolted flange, U3, for affording access to the firebox and tubes
when required for cleaning, repairing, and the like. In the boiler we
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
383
prefer to employ two fire holes, one, F1, about the grate level for
lighting up, cleaning out, and so forth, and adapted to be closed up
during work ; the other, F2, at a much higher level and preferably
at the opposite side of the box as illustrated for firing purposes. The
fuel is preferably fed automatically to the upper hole, F-, by a shoot
such as F3, having ar. inclination slightly superior to the angle of the
rest of the fuel, which is contained in an upper hopper, ¥*. In this
shoot two suitably formed " cut-off" slides, f,f, with knife-edged
bases work in slots /, f, and arc connected by a lever,/3 fulcrutnmed
at f*, and having a hand lever such as J*, or other convenient
operating devioe. The arrangement is analogous tr> that of the
measuring necks of old-faihioned shot pouches, and by it, on oscilla-
tion of the lever, /*, the measured quantity of coal always lying
between tho slides./1,/2, will be di«charged into the furnace as will
be readily seen, and afterwards a fresh charge will take its place.
The boiler is connected to the motor, which may consist of a half-
speed, self -lubricated engine of the closed compound type, preferably
tandem or double-crank, with two separate eccentric rods for the
slide valves of the high and low-pressure cylinders, and the novelty
of our improvement in such a motor is that we use and arrange the
high-pressure valve gland and sometimes the low-pressure valve gland
so as to be always exposed to view, for in a completely closed engine
experience has shown that it is with these glands and especially the
high-pressure gland that trouble by unseen leakage always occurs.
3i=== J>
The condensing apparatus consists of a novel kind of combined
surface and jet condenser, by which also the feed water for the boiler
and tho air supply to its furnace are heated, and by which all water
of condensation is recovered, whereby great economy and efficiency
sccrue.
10,781. Application of Electricity to Vehicles Driven by
Mechanical Means. Herbert John Dowsing, 34, Budge
Row, London, E.C. May 19th, 1896.
This invention relates to apparatus for the production, storage,
and utilisation of electricity in connection with vehicles driven by
mechanical means, and it is particularly applicable to motor-cars or
other vehicles in which petroleum, benzine, or other explosive vapours
are used to drive the engine.
An electric generator or dynamo of the continuous current
type is fixed on the vehicle and properly geared to the engine,
so that the surplus power given off from the engine when driving
the vehicle is utilised in driving the dynnmo, the current so produced
being stored in a secondary battery provided for the purpose. This
current may be utilised for li ring the engine, or producing light or motive
power. The connections between the dynamo and battery can be so
arranged that when the speed of tho machine fulls below the normal
and electricity is produced at a lower pressure than that of the
storage battery, the current from the battery Hows through the
machine which then becomes an electro-motor producing mechanical
power.
The power of the motor is transmitted by means of belting or other
gearing to the engine which it aids to overcome its load, or if the
engine is at rest, the power transmitted from the electro-motor will
stnrt it. When the engine generates sufficient power to drive the
electro-motor at its full speed electricity is again generated, and the
pressure being greater than that given off from the battery, storage
again takes place.
The connection between the dynamo or motor and battery can be
varied or broken either by hand or other means. Automatic
contrivances can be employed for making or breaking connection
according to the varying speed or current and these may be worked
by electro magnetic or luechnnioal means.
The most suitable dynamo to use for the double purpose of dynamo
and motor is a machine of the shunt wound type, as the direction of
rotation is the same when generating or using the current.
8,266. Motors Driven by Steam, Compressed Air, Mixtures
of Oas and Air, Petroleum and Air, or other Explosive
Mixture. James Osmonde Dale, Gtlendene Grove Lane,
Handsworth, Stafford. April 20th, 1896.
a, a1, a", are three trunk cylinders, having pistons, 4, reciprocating
within them and each having jointedly connected to them at &', a
piston rod, A", whose outer end, A3, is likewise jointedly connected to
a crank, c, mounted upon a countershaft, c1, passing through a
bearing, rf1, formed in the walls of a plate or carrier wheel, d, and
having mode fast to its opposite end a spur pinion or driving toothed
wheel, e. The cylinders which comprehend or are arranged in the
planes of an equilateral triangle are bolted to and carried by a bed,
bracket, or boss,/ coming upon or within, the said carrier wheel, d,
and with the central hole or bearing,/', taking over and working
upon a concentrically arranged valve or plug, g, having supply
passages, g', </-, and exhaust passages, g*, g*, leading respectively from
the supply entrance, A1, and exhaust exit, A2, of the hollow spindle, A,
to the supply ports, g1, g*, and exit ports, .17'. gle, whilst directed
radially from the central hole,/1, in the cylinder bed are passages,
/',/'',/1> leading respectively to the cylinders, o, a1, a2, and acting in
proper sequence and coming alternately over the supply and exhaust
ports of the valve as the said bed is bodily rotated, with the cylinders,
driving plale and cognite parts of them around the valve as a centre.
The driving plate or wheel, rf, which may hove sprocket teeth upon
its periphery for communicating the motion of the motor by chain to
a driven shaft, or mny be in the form of a drum and have its motion
transmitted by a band, carries a brake drum, i, around the periphery
of which a braking band or other like frictional or retarding device
comes for the purpose hereinafter described, whilst the spur pinion, e,
which, as shown, have each 16 teeth, intergear with the principal
toothed wheel, j, having 32 teeth, and being made fast upon the
hollow spindle, A1, carried in end bearings, mounted in suitable
supports, and provided with a brake drum, which is normally held
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Junb, 1897.
fast (when the other part of the motor it at work) by the application
of a brake band or other friction Or retarding device.
The means for successively exploding the charges of the cylinders of
a gas or similar engine is as follows : —
The explosion chamber in the back cover of the cylinder is fitted
with a small insulated spring buffer, or equivalent arrangement,
against which a projection on the back of the piston comes and makes
a contact every time the said piston completes its back stroke. This
buffer or spring contact is in connection by a lead wire with a brush
of which a number corresponding to the number of cylinders in the
ongine are mounted upon an insulating ring made fast to and rotating
with the driving part of the motor, and these brushes are arranged to
wipe over a commutator made fast on the spindle, so that the said
brushes come successively upon and make electrical contact with a
plate, covering only a small portion of the circumference of the
commutator and proceeding from a complete ring, with which the
spring tongue or terminal of the electric circuit is in constant
connection. A wire leads from one pole of the induction coil or
battery the other pole of which is coupled to any suitable part of the
engine.
On the piston nearly completing its back stroke, the projection and
spring buffer come together, and on the forward stroke being com-
menced they are again separated, an electric spark passes between
them and the charge is fired.
18,379. Improvements In Gas and Petroleum Engines. John
Johnston, Engineer. July 1st, 1896.
This invention relates to gas and petroleum engines. Fig. 1 is a
longitudinal vertical section. Fig. 1 is an open ended cylinder of two
diameters, A, B. The inner cylinder, A, is the smaller one, and it
serves as the power cylinder. The outer cylinder, B, is a larger one
and acts as a pump.
Two pistons, a and b, connected rigidly together by the piston rod,
C, work their respective cylinders, A and B. These pistons, a and 6,
are connected in the usual manner to a crank shaft, D, as shown
diagrammatically at Fig. 1. The larger piston, b, on its outstroke
creates a partial vacuum between itself and the smaller piston, a.
This vacuum is utilised to charge the power end, A, of the cylinder
by first sucking out the exhaust gases left after the working stroke,
and then drawing in a charge of gas and air. The inlet gas and air
valve, E, is of the ordinary conical seated type and the seat is provided
with holes, F, F, opening into an annular channel, Or, connected to
the gas supply.
The cycle of operation of this engine is as follows : — -Assume the
double piston, a, b, to move out after compression and explosion
under a power impulse ; then at the out end of the stroke a groove, IC,
in the piston, a, communicating with the cylinder, A, by means of a
number of holes, k; k, over-runs the firrt port, H, controlled by the
conical-seated lift valve, I, opening outwards, and the expanded gases
discharge to atmosphere. On the further movement of piston, a, the
groove, K, over-runs the annular port or groove, L, thus putting the
front end, B, of the cylinder into communication with the back ond, A.
Simultaneously with this movement the back end of the piston, a,
covers tho port, U, thus cutting off communication between the
cylinder, A, and the atmosphere.
This particular position of the double piston in the cylinder is shown
clearly at Fig. 1, and as there is a vacuum existing between the two
pistons, a, b, the exhaust gases are drawn from A into B by way of the
holes, k, groove, K, and annular port, L ; while simultaneously the
automatic gas and air valve, E, opens and a charge is drawn into the
cylinder, A. On the return stroke compression of the mixture takes
place, at the same time the exhaust is discharged as soon as the outer
end of the piston, a, over-runs the port, H, slight compression of
these gases taking place until this occurs. This cycle of operation
thus gives an explosion for every revolution of the crank shaft.
Ignition of the mixture when compression is complete is arranged
for in any known manner, preferably by means of a hot igniting
tube.
Fig. 2 shows a modification of the double pistons, a, b. Instead of
connecting the two pistons by a rod such as 0, Fig. 1, a trunk piston
is formed by » reduced prolongation of b j in which cose a reservoir,
M, is provided of sufficient volume in conjunction with the annular
cylinder space, B, to enable the act of exhausting the cylinder end, A,
and similarly drawing in the neoessnry charge of gas and air through
the valve, E, to be performed. To exhaust from B on the return
stroke, a port, N, runs along the trunk and up to the piston rings, so
that the gases may be discharged through the exhaust valve, I, by
way of the ports, N and H.
10,399. Oras, Oil, and Spirit Engines. Thomas James
Bennett, 160, "Walton Street, Oxford, and Walter
Frederick Thomas, 37, Bloomsbury Street, Birmingham.
May 15th, 1896.
This invention relates to improvements in gas, oil, and spirit
engines, and its object is to provide a combination and arrangement
of mechanism whereby such engines may be capable of being worked
either upon a single or non-compressive cycle, or upon the com-
pressive (or Otto) cycle ; also means by which the engine may b e
started upon the non-compressive cycle, and then at will transferred to
the compressive (or Otto) cycle ; also means whereby the engine, when
in full work, being upon the compressive cycle, the act of stopping
returns the mechanism to the single cycle, ready for restarting ; also
the combination and arrangement with such engines of a combustion
chamber which is common to two opposite cylinders for simultaneous
explosion, thus neutralising the shock and preventing vibration ; also
the combination with such engines of two sets of cams for the
different cycles and reversing purposes.
10, 10*, are cylinders forming a pair, which are opposite to each
other, each having their respective pistons, 11, and connecting rods,
12, connected up to cranks, 13, 13*, placed at an angle of 180°
on the shaft, 14. These cylinders are strongly tied together by
tie-rods, 15, which also serve as fixtures to which and from which
the levers, 16, 16*, may be carried, and also the brackets or frames,
17, 17*. are connected 'thereto. 18, 18*, are the valve rods, to which
preferably piston valves of suitable type are attached, and which
are arranged for inlet and exhaust openings to and from the cylinders,
such valves being situated at 19, 19*, the exhaust ports being shown
at 20, 20*, and the air and gas supply ports being shown at 21, 21*.
Ofhor forms of valve may be used if found necessary. The lower
ends of the levers, 16, 16*, are coupled to the valve rods, 18, 18*.
Upon these lovers are rollers, 22, which are acted upon by cams, 23.
These cams are secured upon a shaft, 27, which is capable of an
endway sliding motion.
This cam shaft is rotated by means of suitable gearing, the pro-
portion of which is preferably one revolution of cam shaft to two
revolutions of main crank shaft.
The valve, 19, is employed to supply and exhaust from both
cylinders of one pair, and the valve, 19*, is independently used for
a second pair of cylinders, that is the valve, 19, may be used for
the two cylinders, 10, 10*, while the valve, 19*, may be used for
similar cylinders on the other side.
The cams 23, act diametrically upon each valve rod.
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fltE AUTOMOfOli AND ffOZ&ELJSSS VMlCtti JOU&DAL.
386
20,627. Boad Locomotives. Thomaa Ballard Harchant,
Verney Wharf, Verney Road, Botherhithe New Boad,
Surrey. September 18tb, 1896.
The figure shows a side elevation of a road motor propelled by
ateam power. A are the two driving road wheels, revolving each
upon the aile ends, B. Affixed to the said wheels, A, are their
respective driving-chain or toothed wheels, C, by which the road
wheels are driven, the said chain or cog-wheels deriving their rotary
motion in either direction from the countershaft, D, and upon each
end of the said shaft, D, is placed a friction clutch shown at E, and
these clutches are each moved in or out of gear by suitable levers,
applying motion and force to the clutches independently of each
other, bo that by controlling these levers marked, P, or their equiva-
lents, the said clutches are in or out of gear with their respective
rood wheels which they drive, and tho said control is given to the
levers, F, by their attachment to the double cam, Q-, which cam is
mounted upon the centre spindle of the steering mechanism, II, and
this double cam is so designed that when the steering road wheel is
in its central position the larger portions of the cam are holding out
at their widest limit the ends of the said dutch levers, F, and where,
as in this instance, the levers are pivoted at some intermediate point
in their length, as at J, it is clear that both of the clutches are being
forcibly held in contact with the countershaft, and are consequently
transmitting the required power to rotate the two wheels, A, and
thus to propel the motor in a straight line, as shown. Now, when
the motor is required to turn around a curved path the person-
steering the machine will rotate the spindle. II, and with it ite steering
road wheel, and likewise the cam, G-, and at a required point the
said cam in revolving will present to the lever end, F, the portion
of its circumference, K, which is removed, and in consequence the
one lever (according to the direction of rotation of the cam) will be
liberated, and with it its clutch, and of course its respective driving-
wheel, A, and under these conditions the whole of the motive power
is then being transmitted to the particular driving road wheel which
is required to traverse the outside of the circular path in which the
motor has to travel, and it will now be apparent that this automatic
mechanism will materially lessen the loss of motive power usually
wasted in turning corners, and will entail absolutely no thought
upon the person actuating the s.ime ; slight modifications will have
to bo made to suit engines of different constructions. The levers,
F, are guided and connected by a sliding grooved frame in which
the clutch levers, F, can move as far as required in either direction.
The condensing apparatus is as follows : — Steam for motive power
is generated in a boiler, O, which steam is passed to the cylinder of
a steam-engine in the usual manner. When the said steam emerges
from the said cylinder or cylinders by an exhaust pipe and passage,
F, it is conveyed preferably first into a chamber, Q, and from which
are taken a number of thin small tubes, R, which said tubes convey
the exhaust steam along them until they terminate in a second
chamber, S. Around the tubes, R, is constructed an air-tight casing,
T, and into this casing at one end or other, and through one of
the openings, U, is fixed a pipe, V, which conveys atmospheric air
from a blower or pump, or fan. When the said air has been
compelled to traverse the casing surrounding the said tubes, R,
it is, if necessary lo combustion of fuel, directed under the grate or
J. & C. STIRLING,
The Hamilton Carriage and Hotor Car Works,
HAMILTON, N.B.
Motor Dogcarts, Motor Stanhopes,
Motor Victorias, Motor
Waggonettes, with Daimler Motors.
MOTOR DELIVERY VANS,
to carry 10 to 15 cwt.,
with DAIMLER MOTORS.
CATALOGUES READY SHORTLY.
ORDERS NOW BEING RECEIVED
FOR EARLY DELIVERY.
PRICES ON APPLICATION.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL
[Jtor, 1897.
ash-pan of the boiler, and if not necessary for that' purpose it is
allowed to escape to an annular space, X, where it escapes to open
air, together with the products of combustion from the chimney, Y,
of the boiler. The steam remaining uncondensed is carried through
a pipe, Z, into one end of a water surface condenser, a, preferably
sending the steam through the interior of the condenser tubes as is
usual. When the steam has passed through the surface condenser,
a, and it has not yet been totally liquefied, or its resultant water is of
t«o high a temperature, a further cooling effect is brought to bear
npon it as follows.
Fitted in a convenient part of the machine, preferably over the
water surface condenser last described, is a chamber, 4, made to store
ice, c, in any convenient form, usually in the form of artificially
formed blocks, as it is of course mostly required in warm weather
when the combined cooling effect of the air cooling current and the
water surface condenser might not of themselves be sufficient. The
cooling effect of the ice is brought to bear upon I be condensing
steam to ensure perfect condensation and the required vacuum.
The said ice receptacle is made with hollow wall?, thus leaving a
surrounding space, d, in which may be placed non-conducting sub-
stances to prevent radiation, and loss of ice, or it may be surrounded
with cold water on its way from the cold water tank, A, to the surface
of the tubes of the condenser, a, and which is being driven by a
circulating water-pump in the usual way in surface condensing
steam-engines.
10,861. Driving' Mechanism for Road Carriages. Chaimsono-
▼its Prosper Elieaon, Broad Street Avenue, London.
May 19th, 1896.
The object is to obtain all the advantages of belt transmission as
regards the provision for slipping with the advantages of chain trans-
mission in so far as regards non-slipping upon the motor-shaft. To
effect this end, a combined belt and chain transmitter is UBed — that
is to say, a belt having a chain fixed to it and moving therewith. The
pulley on the motor shaft is provided with teeth adapted to engage
with the chain, whilst the pulley on the driven shaft or travelling
axle is plain. With this arrangement it will be understood that no
•lip can take plane between the uulley on the motor shaft and the
belt, whilst the belt is free to slip upon the pulley of the travelling
axle.
a is the sprocket pinion on the driving shaft, and 4 is the belt -
wheel or pulley on the driven shaft ; c is the driving chain which
runs around the pulley, b, and is in engagement with the teeth of the
sprocket pinion, a, so that the said chain is positively driven. Pins
project f.rotn the sides of the chain, the ^aid pins being of. a length
approximately corresponding with the width of the driven pulley.
These pins carry leather bands or belts, e, e, the said bands being
secured to the pins by any suitable means in such a manner that they
will run in contact with the surface of the wheel, 4. The said bands
are secured to the pins by means of small sockets, into which the pins j
£100 for DRAWINGS
The Advertiser desires to make a Steam
Tractor for his existing four wheeled
Carriage, the Tractor to have a single
wheel driven direct by a double-cylinder
Engine operated by a Boiler of the flash-
ing type! The general arrangement of
the Tractor, as well as the steering gear,
has already been designed, and will be
submitted to anyone who will undertake
to prepare really reliable working draw-
ings, for which j£ioo will be paid when
the Tractor has worked successfully. An
interview can be arranged on application
by letter to Box No. 440, Office of the Auto-
Motor and Horseless Vehicle Journal,
62, St. Martin s Lane, London, W.C.
are inserted, and which are secured to the said banda by rivets. In
order to keep the bands, e, e, taut upon the pulley, the sprocket
wheel, a, is made wide enough to allow of the said band running
around the same, or loose pulleys may be U9ed for the purpose.
With the arrangement hereinbefore described it will be obvious
that the motion of the driving shaft will be communicated through
the sprocket wheel, a, to the combined chain and belt without any
liability of the latter slipping thereon ; whilst as the pulley, 4, is
plain, that is to say, unprovided with sprocket teeth, it will be
obvious that the power which is transmitted from the driving pinion
through the chain will be received by the driven wheel through the
band which is free to slip upon the sutface of the said driven wheel.
The driven wheel, 4, is recessed on the periphery at that part
adjacent to which the chain, c, runs; however, such recessing is not
essential.
In order to retain the transmitter at the required tension, there
may be combined therewith a loose sprocket wheel, such as that
indicated at i, which is adapted to be moved at will towards or away
from the transmitter, to give the latter more or less grip upon the
pulley as required.
Ulby you should Buy a Columbia,
IT is the Standard Bicycle
of (he World.
It is fully guaranteed by
the greatest house in the
biiycle business.
lis name-plate is a cer-
tificate that y-»u have the
best bicycle made.
There U no guessworlc in
the making of Columbias ;
there will be no guesswork
in your buying one.
The Columbia Bicycle
represents the carefully
tested work of the highest
trained corps of mechanical
experts and inventors in the
world.
You are sure of the
quality. All materials used
in Columbias are ordered
to specifications, in the same
way that the Government
orders its materials, and
they are rigidly tested to
see that they conform to the
lequirements.
It contains the finest
materials to be had, re-
gardless of cost.
POPE MFC. CO.,
Hartford, Conn., U.S.A.
CURUPfcAN HEAD OFFICE—
JVURKT & CO., 25 & 26, SHOE LANE, EX.
The Columbia Catalogue tells fully of the details of Columbias, and should be
read and preserved by every cyclist. Free by post on application.
Depot: 21, BAKES 8TES8T, LONDON,
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Jm*, 1897/) THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL. mT
"THE MOTOR TYRE."
Inventors :-JESS0P BROWNE & JAMES PREECE. PATENT.
The Illustration represents the latest, and as the Inventors believe the very best and most reliable solid'
rubber Tyre on the Market for heavy vehicles, Omnibuses, Motor Car Vans, &c.
It is firmly secured with brass tube and eyelet bolts.
ITS ^.ID^7"A.lSrTA.C3-ES .A.H.E, Viz:-
Coming off an impossibility. Can be made in sections.
Easily repaired by ordinary workmen. Can be fixed to existing wheels.
Cheaper and Simpler than Pneumatics. As resilient as Pneumatics without
Once fixed holds firm until wom out. _ fa* of pJnctnre'
n . . , . , . , Best workmanship.
Robto not cut by runs when Can h mM m {k ^ „
weigntefl. required.
TRIAL SOLICITED. CORRESPONDENCE INVITED.
MANCFACTOftED OULT AT THE
CITY WHEEL WORKS, '^^JsrBk*--
TANDEM pr^Ion MET 8
Are manufactured entirely on scientific principles, and
Are claimed to be absolutely the Best Alloys for Anti-Friction purposes.
Anxious to remain
-XTBXI rOKBMOST XB9T THD miLtllCB'r,
And to adopt any improvements, competition metals are constantly analysed by us. So far, however, we have found no reason to make any
change in the composition of our Standard Alloys, which are now
The Result of Fifteea Years' Experience and Exhaustive Tests by Practical Men, and
OVER 3,0OO CUSTOMERS ALL OVER THE WORLD.
TANDEM METALS fulfil better than any other their
purpose, and arc therefore —
The Most Economical,
The Least Wearing,
The Most Durante,
Friction Preventing,
Resistance Reducing,
Journal Pieserving,
Power Increasing
Lubricant Saving.
ANTI-FRICTION METALS.
V- BEWARE OF IMITATIONS OR ALLOYS S0LD_AT DOUBLEOR TREBLE THEIR PRICE. "■«
Apply for Illustrated Catalogue, Tests, Testimonials, &c, and Sample Ingots, which are forwarded free of charge.
THE TANDEM SMELTING SYNDICATE, LIMITED.
QUEEN VICTORIA STREET, LONDON, E.C.
Telegraphic Address:-" ANALYZING."
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THE AVTOMOTOR AND HORSELESS VESICLE JOURNAL.
tJctJi, 1897.
18,372. A Boiler for Steam-driven Velocipede* or like
Vehicles. Eugene Labitte, 177, Boulevard Fereire, Paris,
France. June 17th, 1896.
Relates to a light and compact construction of boiler, presenting
large healing surface and capable of rapidly generating and super-
heating steam for driving a velocipede or like vehicle.
The upper coil, A, which is supplied at a with the feed water is
connected at. its lower end with the superheating coil, B, which
consists cf straight parte connected by bent parte, each convolution
forming a triangle which is turned partly round relatively to the
next, so that between the successive convolutions there are narrow
passages for the flame and combustion gases, which play upon both
the inner and the outer surface of the coil. From the lowest con-
volution of B, the superheated steam is led to the steam engine by- a
pipe, 4, which ascends through the combustion chamber, as indicated
by the dotted lines.
The combustion gases pass through holes, c, at the top of the
chamber into the annular space, d, within the casing, and descend to
the outlet, e, leading to the chimney.
The Are grate consists of two sot* of ban, h and h, which alternate
and are carried on two rings.y and g, respectively. The ring, f, is
attached to a ring, m, whioh rests by segments, n, on a flange, o, fixed
to the base of the boiler casing. This flange has segments, p, cut
oat of it to allow the segments, n, to pass up, these being then turned
partly round so as to be held in the manner of a bayonet joint. The
ring, g, which carries the bars, k, is held outside the ring,/, by turn
buckles, r, pivoted on/. Other brackets, t, serve to hold the ring, g,
up to m. When it is desired to shake out ash or small cinders, the
ring, m, is turned a little to and fro between suitable stops, thus
shaking the grate. In order to clear the grate from larger pieces the
bracket*, t, and the turn-buckles, r, are disengaged, and the ring, g,
with the bars, k, is lowered, thus leaving larger spaces between the
bars, h. Fuel descends by the central tube, the shake of the vehicle
ensuring its descent.
Between the boiler and the engine may be arranged a slide'-valre
by which the steam is directed either to the cylinder or to the escape
pipe, or partly to each according to the engine power required. In
case very little or no power is required as in descending a slope, the
feed may be cut off, and as there is no longer exhaust in the chimney
the fire becomes deadened.
6,578. Gas Engines. Herbert John Dowsing1, 35, Queen
Victoria Street, London, and Henry Sheeny . Keating',
Queen's Gate Mansions, Queen's Oats, Kensington,
London. March 25th, 1896.
The object of this invention is to ensure more perfect com-
bustion and thereby obtain increased power from a given charge of
combustible.
For this purpose an ozonising apparatus of any suitable known
kind is combined with the engine and through this is passed the air
which is to form part of the combustible charge, thereby converting its
oxygen or a portion thereof into ozone, which acts more effectually in
combustion than oxygen itself does.
Js>, in ozonising air, considerable heat is absorbed, it is preferred
to heat the air either before or after it is ozonised, for which purpose
it may be passed through the cylinder jacket or through or along
tubes or other extended surfaces heated by the exhaust products of
combustion from the cylinder. By ozonising the air in contact with
the cylinder, the heat of the cylinder may to some extent be reduced.
PNEUMATIC SPRINGS for MOTOR GARS
SPARK COILS FOR CAS AND OIL ENGINES,
FLAMIWO SPARK.
F. C. BLAKE Electrical add Mechanical Enflneer,
97, Fairholt Road, Stoke Newington, London, N.
T"HE " CRYPTO " WORKS, LIMITED, a9, Clerken-
-*■ well-road, London, E.C. — Frames, Gears, Ac, for Motor Cycles and
Carriages made to specification. Quotations given for any kind of Light
Engineering Work, Mechanical or Electrical. Facilities for executing Experimental
Work.
A CCUMULATOR CHARGING.— C. H. Cathcart &
Co.. having Plant specially adapted for this purpose, charge Cells of all sizes
Siromptly, thoroughly, and cheaply. Terms on application. Accumulators on hire
or temporary lighting.ejip^rlmental uses, etc.— 3, Dorset Buildings, Salisbury
PUBLISHERS' ANNOUNCEMENTS.
Just Published. Crown 8vo. Fully Illustrated. 4s. 6d. Cloth.
riOTOR CARS:
OK,
POWER CARRIAGES FOR COMMON ROADS.
By A. J. WALLIS-TAYLER, A.M.Inst.C.E.,
Author of " Modern Cjteki," *•<:.
CONTENTS.— Chapter I.— Introduction. II.— Early Examples of Steam Road
Carriages. III. — Recent Examples of Steam Road Carriages. IV. — Internal
Combustion, or Explosive Engine Carriages. V. — Electric Motor Carriages.
VI.— Miscellaneous Motor Cars or Power Carriages. Appendix ; A. The Autocar
Bill. B. Motor Car Regulations. C. The Carnage of Petroleum : Regulations.
D. Taxes on Motor Carriages.
CROSBY LOCKWOOD * SDN, 7, Summits' Hall Ceart, EC.
ing Plant specially adapt
Siromptly, thoroughly, and cheaply. Terms on application. Accumulators on^hire
or temporary lighting, experimental uses, etc. —
Square, Fleet Street, E.C. Telephone No. 65,266.
T IS WORTH YOUR WHILE TO BUY DIRECT.
MISCELLANEOUS ADVERTISEMENTS.
I
THE RELIANCE LUBRICATING OIL COMPANY SUPPLY, ON
APPROVAL, HIGH-CLASS NON-CORROSIVE LUBRICANTS, which,
through the superiority, have^ the largest sale in the world. Engine, Cylinder, ana
Machinery Oils, njd, ; Special Cylinder Oil, is. 4d. ; Special Engine Oil, is. 4d. :
Gas Engine, fiynamo Oils, is. 6d. per gallon; Special Gasolene, Benzoline, and
Petroleum, for Motor purposes ; Light Machine Oil, lojd. ; barrels free and carriage
paid.— Reliance Lubricating; Oil Co., 10 and aa. Water Lane,
Great Tower Street, London, E.C. DepAts at Liverpool. Bristol, Hull,
Cardiff, and Glasgow. Telegrams: "Subastral, London.' Telephone No.
" Avenue, 5,891." ABC Code used.
pONVERSION OF EVERY DESCRIPTION OF
^ FITTINGS, MODERN AND ANTIQUE. Antique Candelabra, &c,
adapted to Electric Light in such a manner as to faithfully represent candles.
Temporary lighting at Fetes^ Balls, At Homes. Estimates and plans for complete
Electric Light Plants. Motive Power : Steam Engine, Oil Engine, Gas Engine,
or Turbine
CHAMELEON ELECTRIC SIGN.
E. L. Berry, Harrison & Co , Electrical Engineers and Contractors.
Office and Show Rooms— Lyric Chambers, Whltcomb Street, London, W.C.
Telegraphic Address—" Kathode, London."
T70R SALE. — A Motor Tricycle in good running order. —
Apply by letter tj " Motor Cycle," care of F. King & Co., Ltd., 6s, St. Martin's
Lane, London, W.C,
pOR SALE— English, German, and Belgian Patents for
Petroleum Motors.— Write, Lenfant, 66, Albany Street, N.W.
INVENTIONS FOR SALE.— Stop and Starting Gear,
efficient and simple (conserving energy), for Motors and other Vehicles (road or
permanent way). Also clutch, friction or Taking, or both ; suitable for high speed. —
Address, X Y Z, " Bromley," Shrubbery Road, S.W.
MOTOR CAR FOR SALE.
T UXURIOUSLY fitted private MOTOR-PHAETON,
■^"* by Peugeot. Seat four, detachable canopy, wheels of cycle type, rubber
tyres, Daimler motor, perfect condition, new October, immediate delivery. Further
particulars address Automobile, c/o The Automotor and Horseless Vehicle
Journal, 6s, St. Martin's Lane, London, W.C.
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Jcty,l897.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL 3S0
RAPIDITY. EFFICIENCY. ECONOMY.
" The greatest Labour-saving Invention ever offered to the Trade."
They will set any Section of Hoop, or Patent Channel Iron, on any sort or
description of Wheel COLD, by Hydraulic pressure.
WESTS PATENT TYRE SETTERS.
SAVE YOUR TIME. IMPROVE YOUR WHEELS.
lake a BETTER AND MORE LASTING job than any other known process AT LESS THAN ONE-THIRD THE COST.
These machines are now in use throughout—
ENGLAND, THE CONTINENT OF EUROPE, THE UNITED STATES OF AMERICA, SOUTH AFRICA,
AND THE AUSTRALIAN COLONIES.
Wherever they are used they give universal satisfaction.
FOR FULL PARTICULARS APPLY-
WEST'S PATENT POWER TYRE SETTER SYNDICATE,
23, College Hill, Cannon Street, E.C., or The Works, 140, Thornton Road, Bradford.
The "IDEAL" Tyre.
PERFECTION RUBBER TYRE.
FOR LIGHT AND HEAVY VEHICLES.
GUARANTEED NOT TO ROLL OUT.
This Over
is no experiment, 36,000 pairs in nse
see opposite. in the United States.
f e compress the rubber so that, If It Is cnt, It closes up and no material Injury Is inflicted, and consequently wears smooth.
An examination of the Principle of our Tjre convinces, you of its superiority over all others.
COLE MANUFACTURERS FOR THE UNITED KINGDOM:
I III V T OnillinilV 65 & 67, WKARFDALE ROAD.
Ji If i Ar 1 1 IfUnnULUi & ALBION WORKS, KING'S CROSS, LONDON, N.
2 !)
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390 THE AUTO MOTOR AND HORSELESS VEHICLE JOURNAL. [Jn.r. 1897.
THE LAMINA ACCUMULATOR.
DD A IWI AWARDED
*t>**^»-«*< SILVER MEDAL
AT
. FOR . HORSE AND .
. HORSELESS
„ . CARRIAGE AMD
Horseless roads .
, LOCOMOTION
EXHIBITION,
Carriages _w *,*g£^'
SIMPSON, STRICKLAND & Co., Limited,
DARTMOUTH AND TEDDINGTON.
<Sfetf/w Machinery for Vans, Drays and Passenger Carriages.
STRICKLAND'S PATENT WHEELS FOR MOTOR CARS.
Machinery built to Owner's designs or from our Standard Patterns.
write for list SIMPSON, STRICKLAND & Co., Ltd.
CABXBS8, CAPEL * LEON ARW, of Hope Chemical Wo<-ks, an« Pharos Works, Haokney Wtok, London, N.E., specially distil
Petrol, tbe Spirit best adapted for Motors, Motor Carriages, Launches, eto., etc
Maximum of efficiency and perfect combustion ; therefore great economy, and no deposit in cylinders.
CARLESS, CAPEL ft LEONARD ktre Mf piled ike •bore for the Daimler Motors for orer fire years, aid koM the highest tesUuoolah.
SAMPLES AND THIT AL8° 8Uf?LY LDBRICATIHQ OILS AID OB1ASK8. TELEGRAMS
PRICES ON APPLICATION. ^B^B) ■_ BJ bTW ^B^B> strata "W " CARLESS, HACKNEY WICK.
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THE AUTOMOTOR
AND
HO LESS YEHICLE JOUR
A RECORD AND REVIEW OF APPLIED AUTOiVIATIC LOCOMOTION.
Circulates amongst Makers and Users of Motor-Cars, Cycles, etc., in the United Kingdom, the Colonies
and. the Continent.
Vol. I. No. 10.
JULY 15th, 1897.
Price Sixpence.
CONTENTS.
The Antomotor Industry — A Vinit to Hewn. New and Mayne's Works at
Woking 891
Proceedings of Societies— Liquid Fuel - ■ 401
More Candid Criticisms '. 412
The Resistance of Vehicles on Common Roads 412
Answers to Correspondents 414
Leader — The Automotor Industry and How to Foster it ... 41ft
Traffic in the City 41ft
Contract for Motor-Cars - 416
Continental Notes 416
Sk-lf-Propelled Traffic Ass.>ciatIon 417
Automotors at the ttnyal Agricultural Society's Show, Manchester 417
The Yachting and Fisheries Exhibition 419
The Engineers and the Fight-Hours Day ... 420
The l.E.S. Accumulator Cell ... .... 421
Notes of the Month 422
Doings of Public Companies 424
Literature Helating to Automobftism 42ft
Interviews with Leading Automotor Engineers — Mr. Anthony Q. New and
Mr. E. Mann ,.' ... 426
Correspondence ! 429
The Late Mr. Lavington E. Fletcher 430
Nautical Automoblllsm 431
A Poem ... ... ... .'. 433
On a Motor Car— Northampton to London— Experience of Two Ladies ... 433
The Daimler Motor Company's " Wavzegoose " 433
The Roots Oil Motor and Motor-Car (Limited) 431
New Inventions '434
THE AUTOMOTOR INDUSTRY.
« —
A Visit to Messrs. New and Mayne's Works
at Woking.
Long before that oracular utterance, "There is no motor-car
industry," was pronounced by a contemporary to an astonished
public, we had arranged to give in each isme of the Automotor
an account of the industry as carried on in the principal centres.
We commence with a description of the automotors, &c, manu-
factured by Messrs. New and Mayne (Limited), of Woking and
London. Woking in Surrey is not exactly a Birmingham, but
is, nevertheless, the home of several industries connected with
automobilism. Messrs. New and Mayne's premises are extensive
and" straggling, owing to the number of separate industries in
which the firm is engaged. Steps are, however, being taken to
locate all the purely engineering and constructive works under
one roof. The automotors' manufactured by Messrs. New and
Mayne are the result of a long investigation of the properties of
various internal combustion-engines, supplemented by an equally
long and costly series of experiments. How very expensive
scientific investigation is, may be gathered from the fact that in
perfecting their various appliances used in their automotor
industry, Messrs. New and Mayne have spent no less than
£50,000. In their oil motor which we illustrate, Messrs. New •
and Mayne have succeeded in effecting many- improvements
whereby the general efficiency is increased. Figs. 1 and 2 are
respectively au end and side elevation, while Fie. 3 is a part
sectional elevation ; the scale is a quarter of the full size.
It will be seen that the motor is of the twin cylinder vertical,
enclosed crank type ; the cylinders are 2| inches diameter by
6 iuches stroke. The cylinders form in themselves a really very-
special feature, and in this design is ample evidence of the
proper application of science to practice which,, in our opinion,
alone constitutes real engineering. The cylinder of a gas-engine
has to bear the stresses not unlike those set up in a gun,
although, of course, of much less intensity. . Hitherto it has
been the practice to make the cylinders of' gas-engines of fine-
grade cast iron, and where weight and space are of little
account and low first cost essential this practice is good and
proper. For automotor work, whether for land or water, we
wish to associate the maximum of strength and the minimum of
weight with also small cost. To this end Messrs. New and
Mayne decided to employ a steel of a similar specification to
that used in the manufacture of quick-fire ordnance ; this steel
has an ultimate strength of about 65,000 lbs. per square inch
and is exceedingly tough and ductile. As will be seen by Fig. 3
the cylinders are thickened at their rear ends so as to provide,
ample strength to withstand the stresses set up by the
explosions ; the initial pressure being about 260 lbs. per square ■
inch. The cylinders are jacketed by the outer casing. .The;
engine works on the " Otto " cycle, but. the essential features^
however, of the New and Mayne motors, Shd which differentiate
them from others, are the inlet spraying Valve and the electric
and self-firing ignition device. Whilst being able to use' any
kind of petroleum, either light or heavy oil, or coal gas, they
also possess the great merit of starting almost immediately
and without any previous heating up of tubes, &&, by lamps.
There is no vaporiser, carburisor, or similar device. The engine*
is altogether simpler, stronger, and more easy to manage. Owiiig ,-
to the perfect, combustion ttie exhaust" is almost* colourless.
The inlet spraying valve, unlike those used in most engines, is'
a positive action one, and hence does not require delicate adjust-
ment of the spring which retains it in its seat. This positive
action also enables the velocity at which the mixture, of oil and .
air enters the cylinder to be adjusted tp a nicety ; the com-
pression on the return stroke to be varied aud set accurately ;
2 D 2
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THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL
tiVLY, 1887.
Via. 1. — Xew It Matvx'* Iwo-CrtWDBB Vebticil Oic-Exam
End View.)
Fia. 3.— New & Matki'b Tvto-Ctlindbb Vbbticai Oix-Esfour*
(Side View.)
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THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
393
Fio. 2.— N*w aw Matkb'b TwoCti,ikpib VwtTioju Oii-Enoiys (Elevation).
2 B 3
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jew, 1897.
aricTthe amount and proportion of oil and air to be varied to
requirements, or to be automatically controlled by the governor.
The valve is actuated bv means of a cam, in a similar manner
to that employed (in nearly all similar engines) for the exhaust
valve. This cam is made in such a manner that it can be
adjusted to open the inlet valve earlier or later in the cycle of
the engine, and to close it earlier or later.
of detail in these engines as made, but these two parts -8**-
chiefly dealt with in the numerous patent applications held by
Messrs. New and Mayne.
Referring to the current required to render the ignition tube
incandescent, Messrs. New and Mayne make the carriage of a
battery of accumulators a part of their system of automobilism.
Fig. 4. — Arrangement op Nbw and Maine's Direct Coupled Engine and Dtnamo (Side Elevation).
for such a short time that quite a small battery of secondary
cells suffices for a long period. On passing the current for
a few seconds, the ignition tube become* red hot. The
enzine can then be started immediately, and after it has run for
a minute or so the electric current is switched off, and not
required again until the motor has been stopped and is again
wanted to work. The firing of the mixture in the cylinder is,
after starting, effected automatically, because the sleeve is kept
sufficiently hot by the constant explosions. This sleeve not only
serves the purpose of automatic igniter, but is essential even for
starting, as it shields the ignition tube from the inrushingcold
mixture of air and vapour, and thus prevent?* it from" beiug
chilled, as it otherwise -would be. There are other minor points
'They- maintain that the advantages. of this combined oil and
electric system are : — (1) That' the oil-engine can be automatically
started, without any labour, rby." using the dynamo as a motor
from the accumulators. (2) That the engine always has a "full
load," and hence runs more '.quietly and free from vibration.
(3) That for extra power required for short periods (such as for
I hills) the accumulators assist the engine. (4) That electric
| current is always available for lighting and the other numerous
I conveniences for which it is so especially applicable.
| It will be seen that all the valves are worked off the main
! shaft by a chain. The cranks are placed at 180° apart, and are
• balanced. There is also a heavy fly-wheel ; there is thus very
i little vibration. In the smaller sizes the connecting-rods are
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Jew, 1887.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
395
made so as to permit a alight increase or decrease in their length,
with a view to obtaining greater or less compression of the firing
charge. Large bearing surfaces are provided for all the motion
parte, and, the cranks being enclosed, ample and efficient
lubrication for long periods without attention is ensured.
Altogether the workmanship in these motors is of a very
superior character.
With the increased use of high-speed reciprocating engines of
late years, a phenomenon somewhat akin to nysterisis in electro-
Fie'. 6.— -AKRiNGKMKNT ot New asj> M»vse's Dieect Coupled
Ksoike avd Dtnamo (End Elevation).
dynamics is often noticeable. In other words, each engine
seems to have some critical speed or speeds at which synchronism
is maintained in all parts of the inachiuery ; at other speeds the
parte are out of place and vibration results. In oil-engines this
nysterisis manifests itself by checking the flow of oil to the
cylinders ; that is, when the admission valve is opened for oil,
unless the pipe, &c, is synchronising with the motion of the
engine, the result ie either an acceleration or retardation in the
flow of oil to the cylinder, with, of course, great variations in
the power. In order to get over this difficulty, Messrs. New
and Mayne have devised an exceedingly ingenious automatic
valve. The oil is made to pass into a chamber, not unlike the
vacuum chamber of an aneroid barometer. Any relative
motion between the two ends is transmitted by a stalk to a
tiny bell crank lever which actuates the needle valve, which
is kept in its place by a small coiled spring ; should the oil
be forced forward the needle tends to close, and vice vertd.
This arrangement has been found to answer its purpose very
effectively.
These motors are made either with single, double (as illus-
trated), or with four cylinders, two on each side of the shaft.
The following table contains the principal data relating to
them : —
Number ! Diameter ' »„™i., ' n,.»-_.n Weight,
°f »f Stroke. R.^o'u-' B.H.P. n2^" . with cLii ig,
Cylinders. Cylinders. | ti0m- I I Dlme'"lon«- J ac. In cwuL
2j"
■A"
3i"
V'
4"
4"
8"
6"
8"
8"
8"
800 1
8oi) 2
SOO , 4
500 8)
SOU ! 7
SOU 14
S3'
xl.T
xff
33'
x 13'
Xl3"
:«'
xl.t'
xlft"
4?
xlft'
xl2"
42'
xlft'
x!4"
42'
xlft'
x22"
2
2}
These weights are considerably reduced by employing alu-
minium which, while equally strong, is so nyich lighter than
cast iron that the saving effected varies proportionally from
4 cwt.. in the case of the one H.P. motor to Ij cwt. in the
14 H.P. Expressed in terms of weight per H.P., these motors
run out at about 72'8 lbs. per B.H.P. for cast iron, and at
54'2 lbs. per B.H.P. when of aluminium.
The consumption of petroleum (ordinary paraffin) is about
1£ pints per B.H.P. per hour in the smallest size, and very much
less in the larger ones. The larger sizes of these motors
have been very successfully applied for the propulsion of light
vans, carriages, &c, while in a somewhat modified design the
smaller sizes are used for bicycles and tricycles. For the latter
purpose two fly-wheels are attached, one on each side, to the
spindle of the driving-wheel, but while the latter revolves freely
on the spindle the fly-wheels are rigidly keyed to it. To the ends
of the axle are fixed the cranks of the motor. Suitable gearing,
such as a sun or planet wheel motion or differential gearing, is
used to transmit the energy, with the object of enabling the
axle to revolve at a greater speed than the driving-wheels.
An interesting application of the New and Mayne two-
cylinder motor is shown on Figs. 4 and 5, which show the motor
coupled direct to the dynamo, thus forming a very compact
plant, very suitable for country house, shop, or ship lighting.
The dyuamo as shown gives at 800 revs. 12 amperes at 100
volts ; this is equal to 20 16 C.P. or 40 8 C.P. lamps.
As regards electric traction, we illustrate in Figs. 6, 7, and 8
Messrs. New and Mayne's char-a-banc, which carries, including
driver and conductor, 24 persons. These drawings are self-
explanatory, aud show the arrangement of the various parts.
The most interesting parts are, however, the change and differ-
ential gear (Hardiugham's patent) shown in Fig. 9. It will be
seen that the electro motor carried underneath the rear of the
car drives, by means of a raw hide pinion, the friction wheel,
P, of the drum, R, which is keyed on to the boss of the pinion,
N, which revolves on the sleeve or hollow shaft, 13 ; A being
the main shaft. Keyed on to shaft, B, is the arm, D, which
cairies the planet wheel, M, on the spindle, H', this pinion, M,
gearing with the internal teeth, E, of the drum, L. When the
brake-wheel, K, is held, the wheel, E, drives the arm, C, by
means of three intermediate pinions, F, of which only one is
shown, which revolve arouud the fixed wheel. J ; this gives
an increased speed betweeu the wheel, R, and the sleeve, B,
and is the full speed gear.
When the wheel, L, is held by the wide brake, the arm, D,
is driven round by the wheel, N, through three intermediate
pinions, M, which roll round the internal rack, L. This gives
a diminished speed betweeu the wheel, P, and sleeve, B.
The power is then transmitted bv the sleev-. IS. to the
2 r> 4
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jtot, 189T.
differential gear, the outer caae of which revolves, carrying
three bevel pinions, T, on the three armed forging, V,
The driving shaft is divided into two portions, the division
motion of the car is straight ahead, the two wheels, T and S,
are carried round by the pinion, T, which then do not revolve
on their pins, Y. When going around corners, either wheel
can remain stationary in the well known way. The brake on
the differential gear case is merely used to retard the motion
of the vehicle.
Another automotor speciality designed and manufactured by
Messrs. New and May ne is their "Motor-trailer.'' This apparatus
consists of a specially designed electric motor, in whicn all the
necessary gearing for the reduction of the speed of the moving
and driving part is self enclosed. In appearance (tee Fig. 10)
it resembles a pulley or drum mounted on a shaft If the shaft
is held the drum rotates when the machine is supplied with an
electric current, and mar then be connected by a belt with any
machinery which it is intended to drive, or may be fitted with
a rubber, leather, or other tyre, and used for driving direct
on to a road ; in this latter case it is assumed that it is fixed
to the vehicle in a suitable position and manner, preferably
between the main driving wheels aud in the centre of the
carriage. For vehicle driving it possesses the special advantages
of saving a great portion of the friction loss in the reduction
of speed, which is always necessary, owing to the fact that the -
driving wheel itself is small ; saving weight and space, and
also being absolutely dust proof ; and, lastly, that of being
readily attached to existing vehicles without serious alteration
in their structure.
As regards the efficiency of this trailer, the particular electric
molor used in it being an experimental one and only having an
efficiency of about 70 per cent., we give a few figures obtained
from recent trials, and it will be seen that the real efficiency
is very high, and it forms a thoroughly reliable apparatus at
small cost of production. A similar machine is also constructed
by New and Mayne (Limited), with an oil machine as the
driving power, and in this case a variable gear is used instead
of the fixed gearing mentioned above, but the application U
similar : —
Tests of Motou-Traile-i.
Volts.
73 •.->
7S-o
111
111
lis
20
IS '5
:iu
■jo
18
Revolu-
tions.
Miles pel
| hour.
B.H.P.
B.H.P.
98
1 6-5
1-97
•86
1*)
! «•»
1-5*
•77
118
8-.«
4-15
i-35
Kill
11-9
8-115
f*J
2.SU
| 13-1
St-77
I'M
Efficiency =s
B.H V.
48-9
49-6
53 (nearly)
64-8
49 -i
being on the centre line of the bevel pinions. To each portion
of the shaft is keyed a bovel wheel, Y and S. When the
In another branch of autoraobilism Messrs. New and Mayne
have attained cousider.ible notoriety and success. The River
Thames at this time of the year, especially in the upper reaches,
presents a gooJ deal of variety in the way of all sorts and
descriptions of craft. From the scientific, nautical, and plea-
sure points of view no craft are more interesting than elec-
trically-propelled launches. Iu most boats there is usually
much space which should be utilised for ballast, and unless a
boat is properly dallasted, and especially a pleasure boat, iu
which there will often be people who will stand up and who
will crowd to one side, there is great risk of a capsize, owing
to what is scientifically known as an insufficient metacentric
height, or, as the vulgar have it — topheaviness. The use of
secondary or storage cells is then emphatically the proper
thin? for small craft, so long as they ply within range of a
central station. Deriving power from storage cells is, of course,
no new thing. It is in the arrangement of the motor and
piopeller that Messrs. New and Mayne have made a radical
departure, and cue which at first sight startles the seaman and
naval architect.
The apparatus, a drawing of which appeared in the April
number of the Automotor, consists of an electric motor,
specially constructed in the shape of a small torpedo, to which
the necessary conductors are conveyed from the yoke or. tiller
bar through, the supporting tube which, forms part of its
construction. The rudder is firtfed with an adjustable frame,
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
397
which enables it to be attached to any boat without in any way
uttering its construction or making any special provisions. The
yoke or tiller bar and the adjustable frame are easily detached
from the motor, as also is the propeller, thus enabling the
machine to be fitted with a small pulley wheel, and to be used
for other purposes in winter, such as driving a sewing machine,
lathes, or other light machinery. The rudder is provided with
rudder lines, which terminate in metal plugs, and these fit into
Jf'iu. 7.— Nbw and May.ve's Ei.kctkic CnAB-Ji-BANC (End View).
FlQ. 8.— >KW AND llAYNK's ElKCXKIC C'HAE-.l-ltA.NC (L'lull).
•1 I.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Juit, lb97.
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July, 1897.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
39Q
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[July, 189?.
sockets provided on the switch inside the boat ; these lilies not
only serve for steering as in the ordinary way, but also make
the necessary electrical connection between the switch and the
motor. A small propeller is fitted on a projecting shaft at the
end of the torpedo, and when in place on the stern of the boat
lies close up to the keel. This propeller revolves at a very high
speed when current is supplied to the motor. The motor is also
fitted with a thin metal fin, which enables the rudder to be
used in the ordinary way when sailing or rowing. The pivoted
point of the motor is where the supporting tube passes through
the frame to the yoke, and this takes an ample bearing in the
frame. The frame is fitted with two thumbscrews, which press
small pads against the stern of the boat and hold it perfectly
rigid. Owing to the fact that the propeller moves with the
motor, extremely sensitive steering is obtained when the motor
is running, and thus the most complete control and manoeuvring
power to the operator is secured. The battery cousists of a
H.P. of
Motor.
Volts.
Charging
Ampere.
Cells.
Total
Platos.
Wright
of
' Hinlilrr
Motor.
Weight
of cells.
Weight
of
Switch.
11*.
His.
lbs.
i
21
an
12
108
55
320
14
jJ
4S
20
24
lilt)
| 110
WO
14
2
4*
:ii
24
:iiu
aio
1,080
20
■■n
Wh
3S
■IS
720
;«i
2.100
20
Needless to say Messrs. New and Mayne manufacture many
other things besides those described above. Indeed, as indicated
elsewhere, the automotor industry as carried on at Woking is
quite subsidiary to their more important one, that of electric
lighting machinery manufacturers. As, however, this branch is
beyond our province we do not describe it.
A visit to Wokin-j
SWITCH
tcermi)T*rO* «*0 eoiiicri;/! lunat
flJi,1A\CKC
Fiu. II. — New and Maysk's Euddek-Motoh Connections.
number of accumulator cells which are fitted into compact
boxes, these boxes being of convenient size and weight for
portability. The battery supplied with each set is capable when
fully charged of supplying current to run the motor at full
speed for five to six hours. The boxes are all fitted with sockets,
into which the necessary connecting wires and plugs fit, making
complete electrical connection. The connections and sockets are
marked, so that it is impossible to make any mistake.
The regulation of the current and speed is effected by a switch
which enables any one to regulate the speed of the motor from
rest to half or full speed, in either direction. This is effected by
the movement of a single handle, which is free to move rapidly
or slowly from one position to another ; an indicating pointer
attached to it denotes its position at any time. This switch is
alao arranged in 'the smaller sizes in such a way that in one of
its positions all necessary connections are automatically made
for re-charging the accumulators. The connections and switching
arrangements are shown in Fig. 1 1.
In the following table we give particulars of this motor
and battery as we think there is a considerable field for its
use : —
is, however, to the student of a^itomobilisiii something in the
nature of a liberal education.
Here, then, we take leave of Messrs. New and Mayue. We
have in this sketch amply justified our contention that not only
is there a legitimate automotor industry in thig country, but
that it is also one which is, and ouust be, in the hands of such
firms as that whose works we hflive attempted to describe —
progressive. j
When computing the horse-pow^r of a steam-engine, and you
have multiplied together the pistc»n area, the mean effective
pressure, the double stroke, the revolutions per minute, and all
that, if you divide by 44,236, instead1 of by 33,000, you will have
your power expressed in kilowatt** instead of in horses. A
kilowatt is 1,000 watts. One horse-jbower is equal to 746 watts.
If kilowatts must be had, and sonns people want them, it may
save labour to get the horse- poweif in the old-fashioned way,
and then multiply by -746. HavinU the power in kilowatts,
multiplying by 1-34, or more accurately by 1 '3404820 -f, gives
the horse-power.
V
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Jfly, 1897.1
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
401
PROCEEDINGS OF SOCIETIES.
Liquid Fuel.*
Tiik writer's experiences with this form of fuel 1ms principally been with
petroleum residues on boanl of steamship, and the contents of this paper may,
therefore, Iw taken as applying more particularly to Its use in this diieetlon.
The application of liquid fuel for the purpose of 'raising steam in boilers U now
no longer in the experimental stage, a large number of boilers, both on board
ship and ashore, being fired with this fuel, and there Is no doubt that as the
numerous oil -fields in the various parts of the world develop, its application
will rapidly extend. In addition to the oil wells of Southern Russia and
Pennsylvania, oil has been found in varying quantities in most countries all
over tne globe. The late Mr. B. O. Niohol, in his paper on this subject before
this Institution In 1680, mentions the countries in which petroleum had then
been discovered. Since that time several of these oil fields have been developed,
and are now producing petroleum in considerable quantities, especially those
itf Peru, Burmah, Sumatra, and Beluchiitan. The principal source of fuel oil
is Russian petroleum residuum or *'astatki" : this Is the oil remaining in the
distillery apparatus after the lighter naphthas and paraffins have been distilled
over. Russian crude petroleum yields a veiy muoh smaller percentage of
burning oils than American crude oil, as Is shown in Table I, but fuel oil in
Russia, where astatki Is used for this purpose, is cheaper than in America,
where crude oil is used.
The percentages of the various oils that, with the perfected process of distilla-
tion now used, could be obtained from Caucasian naphtha are as follows :—
j In addition to the petroleum oil) tlte following oils have also Iveen used as
I fuels :— Shale oil. blast furnace oil. creosote, green, and other tar oils.
On the table are examples of Russian astatki, American crude petroleum ;
| crude petroleum, which has been exposed in a lake to the influence of the
1 atmosphere for twelve months; creosote oil ; heavy iind light tar oils.
Comparing the value of coal and oil as fuel, it will be found to vary consider-
ably according to the quality of the fuel and the circumstances under which
each are burnt, oil doing from l£ to 2J times the work of an equal weight of
coal; taking tlte average conditions, the results of extended experience with
astatki and crude petroleum show that these oils will be found to do twice the
work of coal.
Tinu: I.
Density at 17°
!
Centigrade.
Light oils ...
0-725
lllu ruinating oil.
/ Kerosene
' 1 Solar oil...
0-822
u -803
[-Spindle oil
0 -*95
Lubricating oils.
. < Machine oil
n-s»i*
1. Cylinder oil
0-915
Oil fuel
0-93
Lows
—
Percentage.
3
30
14
10
10
8
17
American oils contain a very much higher percentage of burning oils, about
80 to 4m* per cent., instead of only about .">u per cent., as above.
The tiret steamer to use liquid fuel was the s.s. "Constaiitlne"on the Caspian
Sea in 1870. and in America it was used on the steamer " Thoroughfare " in 1885.
The first steamer to cross the Atlantic burning oil as fuel was the s.s. "Baku
Standard" in January, 1894.
Tahi.k II.
Chemical Composit ion.
e
a
Mr
*
s
■a
1
£
£
o
33
'/■<
32
o
% ! %
%
%
■»8 1 S« -3 in •«
•938 sn-ti 12-3 —
•92887-1 11-Ji —
•870 8-1 -7 13 '1 — ! —
Petroleum —
Peiinsylvauian
heavy ciude ... -SSn SJ -9 i:> -7
Caucasian light
etude
Caucasian heavy
crude
Kefuse
Crude average,
15 samples
Kenned average... "ioO 72-« 27--)
Scotch blast fur-
nace oil
Coal -
Welsh, 37 samples ' 1 -315 83 \s; 4-8
Newcastle, 18
samples |1 -256 82-1 5-3
Derbyshire am
Yorkshire, ]
samples ...1-29379-7 4-9
Lam-ashlre, 28 1 *
samples ... 1 -273 77 ■» 5 -3 1 -3U •»
Scotch, 8 samples 1 1 -2(50 78 -5 3 -6
Average British, I '
93 samples ... 1 -279 80 -4 5-2
%
1-4
•(WttB-tl 10-11; —
I'll
I
0-1 I
1-2 |
2-2 I
9-4
Theoretical
I EvatMira-
1 tion.
•S3
£s
5"
I • 1"'Sl
o
1-4 j 4-1
1-2 5-7
1-3
1-4^1-0 10-3
9-5
lo 11 9-7
lJ 1-2-M 7-s;
>0,73rt
— 22,027
— 120,138
— 19,-32
— 20,233
— 27,5:11
— j 18,590
4-9 14,470
3-814,432
21-48 1151
22-79 14-74
20-85 14 -2* —
20-53 14-12 ut
20-94 14-2H —
28-5 17 -m —
14 -He, — 9-05
I
11-94 — 8-01
2-6 13,582 14-00 —
4-9 13.552
4 -01 13,804
H -o.l! —
1 I -29 —
7-91
7 70
4-013.9H8 14-10 n-:n 8-13
■ Excerpt of paper read lief ore the North- East Coast Institution of Engineers
anil Shipbuilders in South Shields, by It. Wam.i«, Wh. Sc.
Fio. 1.— Cup Fobnaoe.
FlQ. 3.-PUAN.
F133. 2 6 3.-BIOLB Pan Furnace. 1862.
Table II shows the analyses of various olts and coals, together with their
calculated calorific and eva|sirative values. This shows a value for oil of only
1.J times that of coal. and. therefore, some cause other than that of comparative
heat value must Is- looked for to account for the result of a v.-iltic of two to one
ill favour of oil fuel, which is found in practice. This difference imiv Is'
accounted for to a great extent by the following causes.
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402
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[July, 1897.
"t? . . . •*v-vs .
-UME
Mil HHMUi
Fiq. 4.— (Transverse 8ection.)
Fio. 4— Richardson Furnace (Elevation).
c
oik -»<E
ITIAM -*<E
-in--- -
t>^
>*-^
Fiq. 4-(Plan.>
Fiq. 4a.-Audouin. 1865.
Fio. 5.— Shaw a Linton. 1862.
Fio. 6.-OOR8ETT a Blythe. 1868.
o*- .«•*
Fi«. 7.-LeNi. 18TO
Fig 8.~Lcnz.
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,Tri.Y, 1897.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
40:5
Fio. 9,-Kortino. 1872.
F10. 11
Karapitoff, 1880.
Fio. 13.-BnANDT. 1880.
MioTtoTma nxn
holc:
ULATINa
Fta 15.— Kauffmann.
Fio. 10.— ARTttneFF, 1878.
^i',^>y//W,-^r^^-~^^.>7^r~
AM
rriAM
Fia. 12.-8S0TION through A B
Fio. M.-Bloomep. A Korebut-Daohkbviich. 1886.
2 1 4
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404
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jpit, 1807.
1. The combustion of the liquid fuel in complete, whereas that of coal is not,
consequently in the former ease there is no lost heat in smoke or soot.
2. Tnere are no ashes or clinkers, and consequently rio tires to clean, with the
accompanying loss of heat and drop in the steam pressure— the steam pressure
and revolutions of the engines being maintained at one paint throughout the
voyage.
3. The boiler tubes are always free from soot and clean, and therefore always
in the best condition for transmitting the heat from gases passing through them
to the water of the boiler.
4. The temperature of the escaping gases may bo considerably lower than Is
required to create the necessary draught for coal firing. With coal the air has
to be drawn through the bars and the Are in the furnaces ; by natural draught
this requires a temperature of the escaping gases about 600° to 700° F. But
in the case of liquid fuel there are no bars or thick lire for the air to force its
way through, and the required amount of air can be drawn through the furnaces
by a much lower uptake temperature— about 400° to 4*0° P. being in most oases
sufficient.
5. The admission of air to theTurnace being under complete control, and the
fuel being burnt In line particles In close contact with the oxygen of the air.
only a very small excess of air above that actually necessary for the complete
combustion of the fuel is required. With coal. In order to ensure as complete
combustion as possible, a very much larger excess of air is required.
In addition to its higher calorific value, liquid fuel has many other advantages,
especially on board Bhip.
Stowakk.— A ton of coal will occupy about 45 cubic feet of bunker space, and
a ton of oil will require about 40 to 45 oublc feet. Assuming that both coal and
oil will require the same bunker space per ton, then, sin»-e one ton of oil fuel is
equal to two tons of coal, the hunker space necessary to steam the same distance
at the same speed is only one-half. Ill addition to this, there is no lost space
caused by the projection* of frames, stringers, or l>eams. Also, portions of the
ship which. If used as coal bunkers would lie inaccessible, can be utilised for the
stowage of oil.
Trimming.— This is altogether dispensed with, the oil being run or pumped
Into the fuel tanks through a deck connection, and beyond the opening and
closing of the distributing valves, no other attention or labour is necessary
for the shipment of the fuel ; this mxkes a considerable reduction in the labour
cost and the time occupied. When at sea the oil either gravitates to the
furnaces. If the tanks are above them, or is pumped up if below, and no trimmers
are required.
Stokino.— The sprayers require very little attention after they are once
adjusted, and one man can attend to a large number of furnaces, and there
being no ashes or dirt to remove the stokehold staff can be reduced to a single
man for each watch in any ordinary vessel, or in a small vessel the sprayers can
1>e attended to by the engineer on watch in the engine-room, as is done in many
of the vessels on the Caspian Sea.
There are also no firing tools to repair, or firebars and floor-plates to renew,
and the absence of smoke and dust enables the ship to be kept cleaner.
Regarding the various methods which have been adopted for the burning of
liquid fuel these may be divided into three systems : —
(1) Furnaces into which the oil Is runor dropped and burnt without gasifying
or spraying.
(2) Furnaces In which the oil Is first wholly or partially gasified.
(3) Furnaces into which the oil Is sprayed.
1. This is the oldest form of burning oil, and Is illustrated by the following
examples : —
Fig. 1 shows the step or cup form of furnace, and is the latest form of a very
old method of burning oil. Figs, 2 and 3 : the pan furnace of Biddle used in
North America in 1862. Fig. 4 : Richardson furnace, patented In 1864. The
bottom of this furnace Is covered with ordinary slacked lime, which is kept
saturated with the oil to be burned. Fig. 4a : Audouin furnace, first tried In
1865, cousisU of a large number of small tubes, from which the oil is constantly
dripping, and Is carried into the furnace and burnt by the draught through
the openings in the front. The furnaces of rt. Clalre-Deville, 1868, Wagen-
kneoht, 1870, Kamenske, 1869, MacKlne, 1865, VerstralJt, 1868, and Paterson,
1878. are all similar to one or the ot her of the above furnaces. The defect in
all these is that the air Is not brought in close contact with the burning fuel,
with the result of imperfect combustion, accompanied by dense black smoke.
2. Fig. 5 illustrates Shaw and Linton's gas furnace, patented in America In
1842. Fig. 6 ; Dnrsett and Blythe gas furnace, tried in England in 1868 on
board the steamer " Retriever." It may be observed that the disadvantage of
all gas furnaces is that when using heavy residual oils the tarry deposits rapidly
stop up the passages and pipes.
3. The furnaces into which the fuel Is sprayed can lie divided Into three
distinct classes :— (a) Flat slit sprayers, (b) Sprayers In which a jet of steam or
air meets a jet ot oil at an angle, (<•) Circular sprayers.
(a) Flat Sprayers.
Fig. 7 shows the first sprayer, which was constructed by Lenx in 1870, who
commenced experimenting with oil as a fuel In 1868. Fig. 8 shows the later
form of Lenz sprayer. Fig. 0 i Korting s flat-mouthed sprayer of 1872. Fig. 10 :
Artemeff sprayer, 1878. A large number of these sprayers are used in ships on
the Caspian Sea and the Volga. Figs. 11 and 12: Karapetoff sprayer, 1880.
Fig. 13: Brandt's flat sprayer, 1880. The openings for both steam and oil In this
sprayer are circular; It was designed for use in locomotive boilers, and was
placed In the centre of the firebox at the level usually occupied bj* the firebars.
Fig. 14: Bloomer and Korebutt-Dachkevelch, 1886. Fig. 15: Kauffmann's flat
sprayer. Fig. 16 : ChippoumofTs sprayer. Fig. 17 : Berscneffs sprayer, 18ftl.
This very much resembles Brandt's sprayer (Fig. 13), with the addition of a
(c) Circular Sprayers.
Fig. 22 : Spakovskl, 1870. Tills sprayer was fitted to the boilers of the steam-
ship" Ivan.^on the Caspian Sea, In 1870. Fig. 23 : Lenx. 1872. Fig. 24 : The
first sprayer used by Urquhart In 1874. Fig. 28 shows his sprayer of 1882. and is
the form now used so extensively on the Russian railways. Fig. 25 : Salisbury,
second steam opening.
(b) Jkt Sprayers.
Fia. 17— Bf rsineff. 1891.
1878. Fig. 26 : Brandt circular sprayer, 1880. Fig. 27: Kortini, 1881. Fig. 20:
L>. Allest, 1885. D. Allest carried oiita large number of experiments, principally
on board ship, using compresjed air and steam for spraying the oil. and also
with artificial draught. Sadler's, 1681, and Smith's, 1888, sprayers are illustrated
Fig. 18 : The sprayer of Wise. Fiell, and Aydon was patented in 1865, and is
one of the oldest methods of spraying fuel oils. It was tint used on a Cornish
boiler In 1866 in South Lambeth. Admiral Selwvn also experimented with this
sprayer. Fig. 19 : Aydon and Selwyn, 1867. This sprayer was tried by the
Admiralty in 1868 at Greenwich, heavy tar oil being used as fuel and the steam
superheated. Fig. 20 : Benkston, 1874. This sprayer consists of two pipes
flattened at one end, the oil pipe being bent over, and Is the most, simple form
of sprayer. Fig. 21 : Korting, 1876. This sprayer shows an attempt to carry
In air with the steam jet lieforc it reached the oil jet, but the spraying was found
to be imperfect. Since 1886 Korting has usjed a sprayer very closelv resembling
that of Aydon and Selwyn (Fig. 19). Dickey's jet sprayer, 1878, is illustrated in
the paper by the late Mr. B, G. Nicbol.
Fi=. 10.-WI8B. Field, a Aydon, 1865.
in Mr B. G. Niohol's paper. Fig. 30 : Holden, 1886. This is the sprayer used
hy Mr. Holden on the locomotives of the Great Eastern Railway. "Fig. 31 :
Dunder's sprayer. The steam and oil passages in this sprayer it will be noticed
are reversible.' Fig. 32 : Stewart and Fanner, 1894. This sprayer is const ructed
for the use of oompressed air. Fig. 33 : Rusdcn and Eeles, 1896.
Fig. 19.— Aydon * Selwyn 1868.
Sever.il attempts have been made to spray the oil by other means than that of
the steam jet, In order to overcome the difficulty of making up the fresh water
drawn from the boilers in the form of steam. Air under pressure, especially if
heated, has been found to give good results, but the flame is shorter, giving a
more intense heat for a short distance than the flame from a steam sprayer.
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Jwtv, 1897.]
THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
405
More air than steam la required for the spraying of the oil, and the air jeU are
wore noisy than the steam. The danger of an explosion of oil gas In the
furnace and combustion chamber when lighting up, especially If the furnace
has been stopped for a short time only, is very much greater with air than with
steam sprayers.
Comparing the economy of air and steam sprayers (notwithstanding the
draw hack of having to make up the water lost In steam used by the sprayers),
the steam sprayers appear to be the most economical, and are certainly the
*
*C_
T
FlQ. 20-BENK8TON. 1874.
type mostly In -use. The arrangement of the whole of the steam sprayer
installation is exceedingly simple and not liable to derangement or breakdown,
whereas the compressed air system is complicated and the risk of breakdown
increased by the addition of the air compressor.
The essential requirements in a sprayer are : —
1. The oil and steam openings must be so arranged that the oil can be sprayed
in the finest particles possible.
2. The steam consumption of the burner must bo as low as possible.
Fio. 21,-KoRTina. t870.
3. The sprayer must be constructed in such a manner that it can be easily and
quickly taken apart for cleaning and quickly replaced.
4. The noise should be reduced to a minimum.
During the writer's experience and tests with a large number of sprayers, he
has found that the " Husden-Beles " sprayer (Pig. a?) conforms more nearly to
these requirement* than any other. The spray is very fine; In faot, with
astatki the name can be regulated so as to have the appearance anil character of
a gas flame. The steam coniumption is low, and the construction allows it to
Fie. 22 — Spakovbki. 1870.
be qu'pt ly and easily cleaned. In the latter spravers fie blow-through cock,
shown In Fig. 33, is omitted.lt balng found eisier and more effective to take the
tube out and clean it than to blow the oil space through with the steam.
Fig. 34 shows the arrangement of the complete installation as applied to a
two-furnaced nmrine boiler.
In arranging an installation, the principnl points are : (1) the superheating of
the steam ; (2) ample area In the fuel pipes, especially if heavy oil Is used, and
In the c iseof very heavy oils they may be required to be heated j (3) the supply
tank should be placed in such a position as to ensure a constant and steady
supply to the burner. ttrfckworx in the furnaces should be arranged in a
manner so as to ensure the complete combustion of the fuel in the furnace, and
to prevent the too rapid cooling of the furnace after the flame is extinguished.
Iu some cases, where the boiler is placed in a confined space, or there Is not
height enough to obtain a steady pressure on the burners from the supply tank,
the oil may be pumped direct to Uie burners If a controlling valve is connected
to the steam pipe of the pump ; a valve of this character is illustrated in
Fig. 36. This valve will regulate the speed of the pump automatically, and
maintain a constant pressure in the oil supp'y plpts, no matter how many
sprayers may be in use.
In relighting a furnace which has been extinguished for a short time lies the
greatest danger of explosion of oil gas and the accompanying back flash from
the furnace doors. Any small leakage or drip of oil finding its way into the
heated furnace gasifies and forms an explosive mixture with the air, and If the
lighting-up torch is Introduced Into a furnace under these conditions an explo-
sion is sure to take place, and the person introducing the torch is very possihly
burnt. Before lighting a furnace It should be well blown through with steam,
and care taken to see that tlie steam jet is open first and the torch placed In the
furnace before the oil valve is opened, in order that the spray may Ignite as soon
as It enters the furnace. If these precautions are taken, there is not tire
slightest danger of explosions, even if fuel with a low flash point Is used.
The result obtained by several experimenters, that the average evaporation of
liquid fuel Is twice that of coal, has been confirmed by a long series of experi-
ments conducted by the writer under the instructions of the Wallsend Slipway
and Engineering Company (Limited), with various sprayers.
The boiler, which is of the ordinary marine type, evaporated with coal fuel
from 7 to 8 lbs. of water from and at 212° F. for each pound of coal burnt, the
uptake temperature being about 650° F. ; with Russian astatkl, the evaporation
was from 13 to 16 lbs. from and at 212° F. per lb. of oil. The following are the
average data from some experiment with a Kusdeti and Eeles sprayer, and a
heat account from the same data : — v
Kind of Liquid Fuel.
Russian AsUtki.
Specific gravity
Chemical analysis (approximnte) : —
»
Carrion
87 percent
Hvdrogen
12
Oxvgen
1
Temperature of stokehold
60' F.
„ escaping gases
Weight of steam required to spray 1 lb.
450° F.
of oil ... -3 lb.
Assuming that the air contained 23 per cent, of oxygen, and that the excess
of air over that required for complete eomhustlon passing into the furnace was
20 per cent., which would be about correct, because the slightest reduction of
air caused smoke to issue from the chimney.
, >. :
Equivalent
Heat Units.
Evaporation
from and
at 212° F.
Total heat from combustion of 1 lb.
of oil—
Carbon -87 x 14.SO0 ...
=
12,615
Hydrogen '12 x 62,032 ...
=
7,4(4
• 20,07*
20-7
Heat lost in waste gases at 450° F.-
Carlionic acid gas
3 -19 lbs.
* 2ffi»
Nitrogen
10-72
(KM
Water vapour from combustion
1-08
,.
1,452
„ „ sprayer
■30
„
2»
Surplus air, 20 per cent
2-7H
"
257
3-0
17,143
17-7
Heat lost in radiant heat, Ac.
1,687
15.456
1-7
Heat absorbed by water in boiler...
16
In addition to the firing of boilers, liquid fuel has been used for various other
purposes. Mr. Urquhart, iu his paper before the Institution of Mechanical
Engineers, shows how he has successfully applied ft to scrap welding furnaces.
Fig. 36 shows fts application to a smith's hearth. Fig. 37 shows it applied to
a brass melting furnace. It will be observed the furnace has two flue* leading
from ft, one carries off the products of combustion and the other the fumes
given off from the molten metal ; this forms a convenient method of recovering
a valuable bye-product. A furnace, with an arrangement somewhat similar to
Fig. 1 has been used for the melting of wrought iron for the production of
Mitfs casting, the temperature of the furnace being about 4,000° F. In con-
clusion, the writer expresses his indebtedness to the works of Gulishambaroff,
Carew, Brayley Hodgctts, Col. Soltant, Urquhart, and many others, for a great
deal of the matter contained in this paper.
DI8CU8SION.
Mr. O. I). Wkir said he was sure they all felt deeply thankful to Mr, Wallis
for his very interesting and able paper. It appeared to him to supply a long-
felt want among engineers, some of whom had a very hazy notion as to what
sort of a machine an oil burner was, or If perchance they had examined the
construction of some oil burners that were illustrated in the pistes that were
attached to Mr. Wallis's paper, which, perhaps, few of them present ever
thought were In existence. The second paragraph on the tit-xt page of the
paper seemed to be one of the points which it would be well to thoroughly
ventilate, and he should feel extremely pleased if any member or friend
present who had pract'cal experience in the running of ships using liquid
fuel would give the result of such experiences. For himself he felt that anyone
haying read or listened to Mr. Wallis's paper would think that it was high
2 F
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jplt, 1887.
time vowels crossed the Atlantic with their bunkers full of oil Instead of coal,
and only a slight grey-coloured gas rising from their funnels in place of the
dense volumes of jet-black smoke which they so often saw, and the problem
of the smoke nuisance solved for ever. But would this state of affairs ever
come to pass? He hardly thought so, and they might almost take for granted
that they never would so long as the relation between the price of coal and the
experiments. If they took the figures given In Table II, p. 401 , of the paper
they found that one pound of refuse oil would give out 19,832 British thermal
units of heat, and one pound of Newcastle coal would give out 14,433 units if
consumed or burnt with a proper admixture of oxygen, t.«., the theoretical heat-
producing power of equal quantities of oil and coal were in the ratio of 19,S32
and 14,432, and If they bought a ton of oil, say, at market value, 34*., they could
Fio. 23 -Lckz, 1872.
i r
Fio. 24.— Urquhart. 1874.
1TIAM
Fio. 25.-Sali8BURY. 1878.
Fis 28-UnQUHART 1882
Fio. 29.-DAu.E8T. 1885.
Fio. 27.-KORTINO, 1881.
price of oil remained as at present, even if they could get the best burner that
it was possible to have (a combination of the good point** in the numerous
burners illustrated rolled into one). The fact was. that 00 long as a shipowner
could get more steam from 20*. worth of coal than he could get from 20*. worth of
oil, then so long would coal hold the Held against its rival. That such was the
case to-day could be easily seen without recourse, to patent hunters or costly
buy four times the amount of coal, at, say, 8*. ttrf. per ton, for the same money,
and they got theoretically for the same money value 19,832 units of heat from
the oil, and 57,723 units of heat from the ooal, or if they turned to the end
column of Table II, they oould evaporate for the same cost twice as much water
by using coal than if they had used oil, on condition that they bought the fuel
in this country.
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407
Coal.
600 tons of cost, at 8>. W ..
6 men, at £4 per month .
Repairs to Are tools
Gain by using coal ...
Table III.
£
34
10
Oil. t,
300 tons o( oil, at 34*. per ton ... 510
2 men, at £6 per month 12
373 300 tons of cargo, at 10;. per ton ISO
aa ' is?!
of the amount of steam which would be used to drive the donkey for pumping
the oil, so that the method of comparison was practically in favour of the oil,
if anything. Perhaps, also, Mr. Wallis could say If the premium for insurance
would be greatly Increased In the vessel using oil, owing to the combustible
contents of her bunkers. He should also be glad if If r. Wallis could tell him
if the wear and tear on the boilers was not greater when using oil than when
using coal, owing to the Intense heat concentrated In a practically small part
of the furnace ; and regarding this Utter question he understood that there
was a great deal of brickwork built into the furnaces, and perhaps Mr. Wallis
would favour them with a sketch showing the method of arranging the brick-
work, which he had found from his experience to give the best results. Of
FlO. 81.-DUNDER.
In Table III were figure* showing the amount of money which It would cost
to run sister vessels, say with engines indicating 1,200 to 1,300 horse-power, one
of the vessels fitted to burn oil as fuel, and the other to bum coal.
He had taken as an average consumption 20 tons of coal per day, and he had,
for the sake of argument, token the duration of the voyage from the United
Fio. 32.- Stewart * Farmer. 1804.
Kingdom to be, say, 30 days or one month. He took Mr. Wallis's figures, viz.,
that it required twice the weight of coal compared with oil to give the same
amount of steam, and as Mr. Wallis In his paper takes account of the cost of
repairing fire-irons, Ac., he (Mr. Weir) had debited the vessel burning coal with
£10, which he thought was an ample allowance. Prom these figures they saw
at a glance that the vessel using the coal was by far the less costly to run. He
had not taken any account of the amount of fuel required for raising steam, nor
course, he did not wish It to be understood that It was not considerably cheaper
to run vessels with liquid fuel when they were trading on, say, the Caspian or
Black Seas, or even where vessels were t lading regularly between such ports
where the price of liquid fuel were less than the price of coal, or even if the
price of oil was 60 per cent, greater than coal ; then in such cases it would be
found more economical to use oil, but unless the relative prices of the two fuels
underwent a very considerable change, he did not think that they should ever
see oil as fuel adopted by shipowners in this country. If, however, they turned
from the stokehold of steam vessels and went to some of the large ironworks
in the world he thought that at no very distant date they should And petroleum
displacing coal. Borne time ago, when looking into this question, be came
across some very interesting statements, which perhaps would be of interest
to them. At Woolwich, under ordinary circumstances, the armour-plate
bending furnace was lighted some four or five hours before the plate was put
in, the time occupied in heating the plate for bending depended upon its
thickness, one hour per inch of thickness being allowed. Taking a 6- Inch plate,
they got from 10 to 11 hours from the time of starting till the plate was ready
for bending. Let them now see what liquid fuel will do. The cold furnace was
lighted, and after one hour it was found to be sufficiently heated, and a 6-Inch
armour plate, 7 feet 6 inches by 3 feet, was put in the furnace, and after one
hour or an hour and a half it was ready for bending. Thus in two hours and
a half they had the work of ten or eleven hours completely and satisfactorily
performed. Nor did the advantages of this system stop there. The plate was
remarkably free from scale, which could only be accounted fcr by the absence
of the detorioratory influence of the products of oombustion in the ordinary
furnace. As proof of this it was said that thin plates, when heated by liquid
fuel and bent double, showed no signs of cracking, as they usually did when
heated in a coal furnace. This important feature was said to save 10». per ton
on the metal, which amount it would lose In deterioration under the modern
mode of treatment. This method of supplying heat also offered another
advantage, it could be applied to the whole or any portion of the plate. Thus,
if a plate required to be bent at one end only, then the heat was directed to
that part. Further, the rate at which the metal was heated could be regulated
to a nicety by increasing or diminishing the number of jets in use.
TlBLK IV.
lbs.
Total amount of Iron In furnace 26,378
Amount taken out after being
rolled 24,624
Loss 1,854
Loss In same amount of iron in
coal furnace 2,901
Saving In Iron by using gas .., 1,017
Iron put In scrap furnace
Taken out
Loss
Loss with coal
Saving by using oil gas as fuel
2 v 2
lbs.
7,U50
7,751
iw
1,1W
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jtax, 1897.
The data in Table IV were taken from the results of the operation of an Iron
furnace at St. Louis (Missouri), an interesting fact brought out being that the
increased yield of iron made It profitable to employ petroleum as fuel. He
believed, also, the time taken to complete the operation was less than one-half
of that required by the ordinary method when using coal, and besides the
economy manifested In these instances, the cleanliness and freedom from smoke
and cinders were important considerations.
In conclusion, it must be conceded by everybody that, weight for weight,
petroleum was a more valuable fuel than the best coal : but ft coutd only be
used In competition with coal when the value in £ s, d, of the manufactured
article more than counterbalanced the difference In the price of the two kinds
of fuel ; and for steam raising in this country, he thought coal would always
hold its own. Again be thanked Mr. Wallis for his Interesting paper.
Mr. E. W. Db Kusett said tie would like to ask the author a few questions.
Could the oil be carried in the ordinary double bottom of the vessel? 'Also,
would there be any danger of the oil firing ? Was it necessary to make any special
provision to prevent such an accident? Could Mr. Wallis also tell them what
the flashing point would be of this crude oil? Another question be would like
to ask was, whether. In the comparisons of the work done by oil and coal, the
amount of power absorbed in the evaporator in making up the steam used in
spraying the oil was Included? for a large amount of steam was necessarily used
for this purpose, vU., "3 lb. of steam to every 1 lb. of oil consumed*
other way. With the ordinary Wells light he had found It difficult to keep the
burner clean. Perhaps Mr. Wallis might enlighten them on that matter. As
one of the advantages of oil Mr. Wallis claimed that the boiler tubes were
always free and clean, and therefore always in the best condition to transni it
the heat from the gas to the water in the boiler. He <Mr. Seaman) had
expected lamp black and spray being part of the difficulties of oil bunting, and
was rather pleased to find ne was mistaken. With reference to the statement
that there was a saving of tools, he did not know, but that would be balanced
by the extra cost of repairs, for he took it there would be an extra expense and
extra wages, as agreed upon for oil-carrying steamers, to be paid. The first
fffve them any Information as to the construction of this furnace? He would
Ike to know something about that, especially with reference to the difference
speaker (Mr. Weir) gave them a very Interesting table <No. Ill, p. 407). Could lie
hig about that, e
in waste shown with oil and with coal fuel.
Mr. W kir said if he could find time he would make a drawing of it for the
next meeting.
Mr. T. WHiTFiELn said this was the first meeting of the Institution he hnd
attended, and he did not think he should have to speak on this subject. He
might sav that 12 years ago, when manager with Messrs. Wlgham, Richardson,
and Co., lie fitted up three steamers for the Caspian Sea that were to be fueled
by oil. They received the drawings in the usual way. and lie must confess he
was a little confused at first how to go about the work. The furnaces were lined
Fig. 33.— RUSD6W a EelES. 1896.
Mr. J. H. Heck said he had listened to Mr. Wall Is 's paper with a good deal
of intercut and attention. He thought the paper was a very good one, and an
addition to the literature on the subject.. He had not had very much experience
in the use of liquid fuel, but had natd a good deal of attention to the transport
question. While It was true, as Mr. Weir said, that oil could not at It* present
price compete with coal, there was no knowing what they might get in the future
owing to the rapid development In new oil-fields. If the stipply ever increased
to a great extent, then he thought the amount of Information given in the
paper would be valuable. He believed the total production of petroleum per
annum in the world was about 8,000,000 tons, and the oil refuse only about
2,000,000 tons, while the output of the world's coal was 400,000,00u tons The
quantity of oil produced, even if they used It all, would hardly be enough for
the steamships at present in existence. Petroleum was too'valuabte as an
illuminant to be used for fuel, and there were only some countries where it
could be used for steamers. As to the use of liquid fuel, he could sav there
was no danger in using astatkl, or even crude oil, if suitable arrangements were
made. There was one thing he should mention. In the past he believed they
had ov r-ertimated the dangers that attended the transport of refined oil, and
at the same time under-estimated the danger and attention required In carrying
crude oil. He wished to express his thanks to Mr. Wallis for his very valuable
paper.
Mr. C. J. Skama.v said he had heard that the great difficulty with any oil
burner was to keep It clean. Could Mr. Wallis tell them what was the best way
to clean burners ? He noticed between the lines of the paper a hint not to blow
the steam through the burner, but rather to take it out and deal with it in some
with brinks. He, could not quite rememl>er what class of burner they wen*
using, and he could not say whether the steam or the oil wan at the top. At
the first trial th'ty had the usual commotion, with a certain amount of fear in
the stokehold when the thing had to be lighted ; he opened the tank valve* and
the steam valves, and away went the oil for 2J hours ; but fiey got nothing but
huge volumes of black smoke. Everyone was surprised. They could liave got
steim up with coal In half the time. * .But as soon as the bricks got into a whit*
heat, they saw through the peepholes the smoke diminish; and things went all
right. He had the data of the evaporation trials at home The name of the
first steamer, he thought, was the " Iflora" ; she went out to the Bl ick Sea, ami
he heard nothing more about her. They fitted up two after t!«at. and he
believei they were greater successes than the first. The tanks were fitted
altove the boiler. They had a large tank on the lower side of the boiler, *
storage tank, with a small donkey engine fittel to keep up the supp y. The
difficulty they had was to keep "the burners clem. Tu.it was overcome by a
universal joint, as It were ; and when one was suppose 1 tcj be blocked up tfiey
took It off, cleaned it out, and put it back in its place.
Mr. H. Fow.nm confessed that he kiuw little about oil burning; but one of
the advantages of an institution like this was that papers were read whirh
raised an interest in questions that the mijority of them possibly did not know
much about. It led them to think about the subject and apply the information
to their own business. He hail nothing to do with burning* oil in steamers;
but he had iu the matter ventilated by Mr. Weir— the saving of iron shown in
Tabln IV. p 40/. The saving of iron, or any other material in course of iirmu-
facture, was an important matter, Qt'll, it did not amount t> a great de:tl from
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
409
what appeared on the face of It, for in the manufacture of Iron there was 40 per
cent, of waste from the scrap to the manufactured article: take that at SO*, the
ton. it came to 20*. according to that table. He saw they saved 10 per oent. of
that waste by using oil fuel, which would mean a saving of 2*., so it would
require a very considerable saving in other ways to. make up for coal ; and as
Mr. Weir bad kindly offered before the next meeting to let them have a sketch
of this furnace, he was sure to those, such as himself, engaged In that particular
business, it would prove of interest, and one they should certainly study with
a view to economy in their manufacture.
Mr. J. M. Rks'koldso.v thought they might in South Shields congratulate
themselves upon having such an interesting subject treated as they had that
night. He did not know that they, as north countrymen, would be likely to
congratulate themselves upon the discovery of any system by which liquid fuel
would supersede the burning of coal, although they were told from time to
time by various prophets that the days of their coal supply were numbered.
He did not think it would happen in this generation, nor yet in the next.
So far as they were personally concerned they had not much to fear. The
time might come when the production of oil would be very much greater
than coal, and consequently cheaper than coal. When that day came there
was no doubt that this balancing of accounts, these comparisons, would be
very greatly altered. Meanwhile the position between their own and oil
countries was reversed. A steamer, as she went further from the coal-
fields and neared the oil wells, would find the cost of "bunkering" very
much altered, and, indeed, in favour of the oil fuel, and he took It that was
the reason why these steamers built in this country were made to burn
liquid fuel, because they were for trading at ports nearer' the oil wells than the
j— ovim'lo* to n»IL *
coal-fields. One thing Mr. Weir omitted, and also Mr. Wallis, that was the cost
of furnace bars, an item of very considerable importance in steamship*, and
certainly one that ought to be considered in favour of burning liquid fuel.
There was one thing tbat would make this paper very much more interesting
to members generally if to Fig. Ill was given a longitudinal section showing
the brickwork. Several members had said they had had no experience in
burning liquid fuel. That was a statement they could all endorse, for, with the
exception of one or two firms on the river, no one in marine engineering had
had much to do with the carrying out of liquid burning furnaces. Such an
explanation, therefore, of the diagram would make the paper more interesting
and intelligible generally. He hoped Mr. Wallis would be able to do something
to clear up this point. He must thank Mr. Wallis for the very great trouble he
had taken in the preparation of this paper ; ft was one of intense interest and
certainly great satisfaction to them at that meeting.
Mr. ¥. W. Garbutt Mid there-had- lieen a question raised whether it was safe
to use crude oil or astatkf. He hail been in Russia for the last two years, ami
had supplied most of the fuel oil to the Northern Causasus Railway Company,
w ho have over 250 locomotives at work. During the last year they had carried
out a great many exhaustive experiments ; also the Italian and (iermun navies,
and from the result of these trials they had come to the conclusion that it was
not advisable to use oil fuel under a flashing point of 130° C. = Md' K.— and
crude oil had a flashing point usually under fto° C. = 1JW F.— and North
Caucasian crudes of '870 to '87* apeelno gravity. Flashed below zero, mazoot or
crude oil -which had been exposed In open reservoirs long eno"gh to allow the
lighter and more volatile substances to evaporate was, however, mostly used on
the Russian railways and Caspian Sea for fuel and lubricating purposes with
very good results and It was found after an exposure of aliout three months to
have a flashing point of 236° to 24-">° F. He quite agreed tliat oil fuel would never
entirely take the place of coal in England, although the supply from Russia was
almost unlimitd, as the extra cost and transport charges debarred the use out-
side the limits where a regular and cheap supply could be obtained. He had
been negotiating with the Herman Government, who had replied that, although
they were highly satisfied with their experiments and the adoption of nil fuel,
they could not leave themselves dependent upon a foreign country for the
supply of fuel for their navy.
Mr. J. H. Heck said with reference to the use of crude oil as fuel, they could
use it quite safely on a plan suggested by an English engineer residing in Italy.
He {Mr. Heck) believed that gentleman was connected with some of the experi-
ments made by the Italian Government. If his system were adopted it was
impossible to have an explosion in the oil bunkers, and that, was simply alwsys
to keep the oil bunkers completely full. The way to ensure this was that as the
oil was used for consumption toailow water to go in, and so keep the oil bunkers
completely full.
Mr. Garbutt said he referred only to the use of. oil in locomotives, not for
marine boilers.
The Prksidhnt said the subject was one which bristled with points of
interest. To him it was especially interesting, as he had paid very great atten-
tion to everything concerning tlie carrying of petroleum and the burning of It,
and there were a great many points which had not been touched upon, but
which had an Important bearing upon the subject. The comparison In Mr.
Weir's t<ble was taken with coal at 8*. <W , that was the price of coal at their
own doors, and probably did not even include getting them into the bunkers.
Even in London the price of coal would be verv different from that ; but goiiig
further afield, an Mr. Bennoldsoii remarked, the further from the coal supply
and the nearer the oil supply, so would the advantage come In, and for war
purposes, he believed, there was a great future in oil burning. One way in which
it could always be utilised was for the smaller class
of torpedo-boats. There was a difficulty In coaling
them at sea, but In time of war there would fee no
-difficulty in liavlng a large tank steamer anchored
in a known latitude and longitude where these
vessels could go and get a supply of oil fuel at any
time without going to port for coals. Moreover,
the transfer of oil from the supply steamer to the
small vessels through pipes. would be much more
easily .accomplished In a seaway than would the
handling of coals. This was merely one incident
in the matter.
At the next meeting if the Institution the Secre-
tary read the following letter from Mr. L. Eusdeii.
. of Newcastle-on-Tyne : —
J " I am very much Indebted to the writer of this
'paper for the klndiy reference to the oil burners
that I am Intimately connected with. Although
oil burners of a different type were made long
before the writer of this paper had anything to do
with them. It was not until Mr. Alfred Suart gave
the order to fit the s.s. "Baku Standard ,r for
bunting oil as fuej that serious attention was given
to using oil in place of coal on English-owned
steamers. The s.s. " Baku Standard " was the first
steamer fitted for burning liquid fuel that crossed
,the Atlantic, and the resu't of the trial »»
anxiously awaited by many, as doubts were ex-
pressed about the use of this fuel as being unprac
tical. However, the use of liquid fuel in the s.s.
"Baku Standard" was a marked success, and the
owner (Mr. Alfred Suart) may be congratulated on
the result : but, like many other things, owing to
the exigencies of the trade, It had to be abandoned.
If oil fuel could be supplied to meet the demand*
and could also be secured at a "reasonable price, we
should then begin another era in ocean steam navi-
gation. The saving of oil fuel will be very con-
siderable as compared with coal, more especially
regarding labour and cleanliness, but I am afraid
the day is far distant when oil will supersede coal,
though on the Caspian Sea and district Immediately
surrounding It for some years have been using
liquid fuel. The boiler for burning liquid fuel needs
to be specially designed for economical results,
although it can be used in an ordinary boiler. For
instance, a boiler containing a certain number of
square feet of heating surface requires to be less in
diameter and of a greater length for using oil fuel than for coal, the furnaces
and tubes being proportionahly smaller. The brickwork In the fu'iiaoe also
needs careful attention. After the oil burner has been under way the brick
arch built Inside the furnace serves not only to break the force of the Injw-ted
oil, but it serves in Its heated slate to assist the combustion, and to prevent
too rapid cooling of the furnace when burners are put out. The heat being
more uniform around th; furnaces, the firebricks at the bottom cause a better
circulation in the boiler. The writer of the paper ha* had considerable experi-
ence of the use of oil as fuel, he having carried out all the experiment* with
the oil burning for the firm he so ably represents."
Mr. J. R. Fotheroii.l said that Mr. Wallls's paper treated upon a subject of
verv great interest. The consumption of liquid fuel instead of coal for general
use' in steamers had been frequently advocated, and no doubt was in certain
districts, such for Instance as the Caspian Sea, most advantageous, but there
were considerations in its general application to steamers trading from this
country which prevented lt» use. He apprehended there would lie some
difficulty In carrying petroleum In bulk. Mr. Wal.is proposed utilising the
present hunkers, but he was afraid II would lie found a very difficult matter to
make the bunkers absolutely tilfht.
Mr. R. lliKKNkSS : Not at. all.
Mr. FoTiihRoiu. said he deferred to the experience ef Mr. Hark new, and was
glad to hear such «.« the case. Possibly it might lie more advantageous u> use
the ballast tanks in preference tothe bunkers. There was, of course, iioquestlon
as to the greater evaporative efficiency of petroleum as compared with coal, and
that was readily seen bv reference to Table II, p. 401. from this table they
might take it that In petroleum there was an average of 1.1 pereeirt. of hydrogen,
whereas in coal ft per cent, might be taken as the average, and i) must also lie
remembered coal contained a verv much larger percentage of oxygen. Hydrogen
consumed to water-steam, evolves 62,000 units of heat, whereas carbon con-
sumed to carbonic add evolved onlv M.WOunits, and thus it was readily uuder-
2 r 8
MOM CVIL.TAMU
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jol*. 18W.
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stood, from this consideration only, that petroleum offered in evaporative
efficiency a considerable advantage over coal at least equal to 2 to 1. Then there
were other advantages which Mr. Wallis had so lucidly described in his paper
that It was quite unnecessary to repeat them. Mr. Wallis had classed various
systems for burning liquid fuel under three heads. He (Mr. Fotherglll) said, if
they could readily vaporise or gasify petroleum oil, such vapour could be burnt
to the best and highest evaporative efficiency, but they would be dealing with
an article that was very dangerous, almost as explosive as gunpowder, and
when dealing with It in large quantities, such as would be required for marine
consumption, It was exceedingly danegrous and to be avoided. Experience
Fio. 36.-OIL Fuel Forge.
proved that spraying was the most practicable and applicable to marine boilers.
Mr. Wallis also classed under three heads various methods of spraying. In
deciding the class of sprayer, consideration must be given to the kind of oil to
be used. Although for marine purposes the use of steam might be objected to.
yet there was one great advantage in using high-pressure steam," and par-
'cularly when superheated, that compressed air did not offer. Steam under
ticul
such conditions had the power of breaking up the oil— It literally pulverised it—
to the greatest advantage and efficiency in combustion ; and there was another
Important feature In connection with the use of steam, and that was that it
very materially reduced the carbonised deposit, which, under ordinary clrcuni-
A.— Flui '0« Fuues of Allots.
B.— Fuze fo» Psooucts of Combustiok.
C.~ OsaniMa so* m«a«Ti*a Sfsayis.
Fia. 37. -Crucible Furnace for Oil Foci.
stances, formed on the lips of the sprayer, choking It up. When air was used
in the sprayer Instead of steam, it was productive of greater local beating,
certainly to be avoided. Many users of petroleum found it necessary to intro-
duce heavy brickwork to prevent damage by intense local heating, but such
brickwork, particularly in a marine boiler, was an objectionable feature, and to
be avoided when possible. Some eight or nine years ago he fitted to a steamer
having two single-ended boilers, an apparatus to supply vaporised petroleum
through tubes in the back of the boilers direct into the combustion chambers,
in conjunction with his system of forced draught. An Illustration, showing s
part of this arrangement, was given at the end of the paper on " Combustion, "
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fHE AUtOkdfOB AtfD HORSELESS VEHICLE JotfMAL.
4ii
Ac., which he read before the Institution, November, 1892. Petroleum oil
passed from a closed reservoir in an elevated position through a coil in the
uptake or funnel, where it was gasified or vaporised by the heat of the waste
gases, and under its own pressure entered the combustion chamber at consider-
able velocity, in combination with air supplied under pressure. For this
purpose reflned petroleum had to be used, as refuse petroleum would have given
a carbonised deposit in the vaporising pipes and soon have choked them up.
Petroleum was a mechanical combination of several oils whose specific gravity
varied considerably, and likewise their evaporative temperature : this had a
strong bearing upon vaporising In pipes, and materially added to the danger in
using such vapour. For instance, the slightest joint leak gave a gas which
Immediately fired, and it was extremely difficult to make and maintain tight
joints under petroleum vapour under pressure. Scientifically and mechanically,
petroleum as a fuel was a perfect success, but the whole question resolved
itself into a commercial question, and he failed to see that it was possible to use
petroleum instead of coals in the number of steamers trailing from this
country. Petroleum could not in this country be bought at a price that would
compete with coal, ami if there was any great demand for ft the price would
enormously increase, although there was abundance of oil in many parts of
America and Russia.
Mr. J. Dtjckitt (Secretary) explained that at the last meeting Mr. Weir was
asked to submit a drawing of the furnace to which he alluded in the manufac-
ture of iron, following upon a question by Mr. Seaman. Mr. Weir hail not
been able to prepare the drawing for that meeting, but a sketch of it would be
found In a paper read by Harrison Aydon before the Institution of Civil
Bngineera In 1878, and included in Vol. 52 of the "Transactions" of that
Society.
Mr. Robkrt Waixis, in reply to the discussion, referred first of all to Mr.
Weir's questions. The most striking one, he thought, was that where he com-
pared the value or cost of running a ship with coal and with oil. Mr. Weir had
taken the cost of bunker coals at 8». (W.— that was, of course, bunker coals at
their own door— and had omitted to add to that anything for trimming or
Iradlsig tnesB. If they were to take the figure more like the average for bunker
coals, say Its. a ton, then the comparison altered in favour of oil. Mr. Weir's
«06 tons, then, at W»., weuki be £360 • six men at £4 a month, though in a
comparison with this they must add on to the wages the cost of the keep of
those men, say six men at £6 per month, that woula give them 430 in place of
Mr. Weir's £34 ; the repair of fire tools, if it were worked out, would come out
rather more than the £10— £15 per month would be more like the figure— a
total of £405. Take Mr. Weirs price for oil, Ac., £524 ; then they made on 300
tons of extra cargo at 10*. a ton, £150, which gave the comparative cost, £374— a
difference of £31 per month in favour of oil burning. In further remarks,
Mr. Wallis said they were dealing with things as they were ; but the whole
question of cost of oil and coal depended upon where the ship was trailing. If
the ship was trading to a port where oil could be obtained, then, undoubtedly,
the oil was cheapest ; if the vessel was trading from such a country as England,
where coal was ci.^ap, then, in the present state of supply and cost, coal would
be the cheapest without any doubt. Mr. Weir mentioned the amount of steam
required to drive the donkey for the service. He thought he would find if he
tested oue of these donkeys that the amount to drive it would be so small as to
be practically neglected, for the donkey all through would exhaust to the con-
denser, and a very small quantity of steam would suffice to drive it— merely the
vacuum in the cylinders. The matter of insurance was another question raided
in connection with the carrying of petroleum in place of coal. He (Mr. Wallls)
did opt think, when the whole thing settled down, that would be greater than
at present, for the fear of explosions from oil gas was not so much to be
dreaded as might be Imagined. The character of the oil which was used as a
danger attached to it, but evaporating petroleum refuse would possibly work
out all right as long as their appliances kept free from heavy tar deposit and
carbon, which would inevitably follow, the apparatus would then get clogged
fuel was one with a very high flash point, and consequently the amount of gas
generated from oil of this character was very small. Members would see the
differences in ths> specimens on the platform. Wear and tear of the boilers was
another question raised ; but wear and tear with liquid fuel was less than when
using coai, for, when using the sprayer, the heat generated in the furnace was
a constant one, and the amount of air admitted was only slightly above that
required for combustion, and there was no cooling down of any* part of the
Jhaaaasw-tiy the opening of fire doors as there was in the coal system. Then the
wear and tear on the boiler would be less than that of coal. The arrangement
of the brickwork was raised by Mr. Wefr and several other gentlemen. Well,
the arrangement of brickwork depended to a great extent upon the size of
furnace they were using and also the character of the boiler. Mr. Urqiihart, In
his paper before the Institution of Mechanical Engineers, described several
methods of brickwork as adopted in locomotives, and the Baldwin Company, of
America, showed several forms of brickwork in locomotive work. He found the
brickwork did not vary very much from that of the ordinary brick arch, with
the exception that it had an additional wall. In the case of the ordinary
marine boileis, what was required was to place the brickwork, so as to baffle the
flame and prevent It striking through to the combustion chamber. The exact
pattern of that brickwork would vary under various circumstance* and special
requirements of any particular boiler. The lining of the bottom of the furnace
enabled the circulation at the bottom of the boiler to be improved, and ut the
same time, if their burner was working badly, any drop of oil not sprayed fell
quite finely on the bottom, it was at once burnt on the hot bricks, Without
which they would have an accumulation of coke on their furnace bottom. Mr.
De Rusett asked if the oil could be carried in the ordinary double bottom of a
vessel. He did not see any reason why it should not, and one vessel which
they had fitted with oil-burning appliances went out to Peru and carried her
bunkers in the double bottom. As far as he could learn they found no dis-
advantage or trouble lu that arrangement. Mr. De Rusett also asked the
question as to the flashing point of crude oil. II varied considerably. They
might get It as low as 30° or 40°, or it might go up to 400° or 500°. It depended
upon where the oil came from and the density of any particular well. He also
asked about the power absorbed by the evaporator In" making up the water lost
in steam for the sprayers. The loss of water in the boilers was not a great deal
if, as recommended by a great many people, the vapour from their evaporator
was carried to the hot well and they used their evaporator practically as a feed-
heater. Mr. Seaman also asked a question about the cost of repairs, that, as he
had mentioned before, would be less with the oil firing. Mr. Fothergill raised
a quest ion about the tightness of bunkers. As far as he knew, and as far as he
had seen with the ships they had fitted, they had no great difficulty with the
bunkers. The greatest difficulty was, the ship was not a new oue, and they had
some trouble in getting the surface of the plate at the door smooth enough on
which to make a joint; the difficulty was in making the joint tight owing to
the plate being eaten away by corrosion. Mr. Fothergill mentioned about
evaporating oil, and burning It as a gas. Using commercial petroleum would.
V dared say, some day or other, cause an explosion. There would be »omc
evaporation— partial evaporation— sufficient to make gas to drive their burners
in place of steam, and as far as their experiments went ft was successful, but it
was not a thing he should like to go to sea with; the whole thing got uncom-
fortably hot. there was the trouble with the tarry deposits, the oiF they were
using was a heavy oil to commence with, and there was always a tendency,
with a tarry heavy deposit, to form coke In the furnace. The effect of high-
pressure steam was mentioned by Mr. Fothergill, and was very clearly
evidenced in their experiments. The cubic capacity of air required to spray a
given quantity of oil they found very much greater than the cubical capacity
of steam to do the same work. The steam .seemed to pulverise the oil easier
and more perfectly than air, and that was what led him to make the statement
he did In the paper, that the amount of air required to spray oil was very much
more than the amount of steam ; consequently, wlien usiug compressed air, the
air compressing plant, with a steamer of any dimensions or anv number of
boilers, would be considerable. Mr. Fothergill mentioned the brickwork In a
furnace, and Its bad effect. In an oil fire furnace the brickwork had a very good
effect in that it retained a certain amount of heat in the furnace after the
burners were extinguished, and so allowed the whole boiler cooling down
gradually, and preventing any undue stress upon any part. The carbonising of
the oil at the mouth of the burners was another point raised. Tliat took place
in all burners, more or less. less in the steam than In air burners; but still it
took place, and that was the greatest difficulty in the cleaning. Where a
burner or sprayer was not readily taken apart there they would have the most
trouble. Consequently, it was essential, as pointed out, that burners or
sprayers should be easily taken apart for cleaning, and then they could get
over this difficulty of carbonised oil. It gave them little trouble if they could
take their sprayer apart for half a minute, and put it together again at once.
and In the one'shown the furnace would not be stopped for more than four or
five minutes. In concluding, he thanked those gentlemen who had said art
many nattering things regarding the paper, and for the interest taken in
regare to oil fuel.
The President thought the only thing that remained for them was to accord
a very hearty vote of thanks to Mr. Wallls for his very able paper. He should
have wished very much that there had been more speakers to deal with such an
important subject as the bunting or uw of liquid fuel.' It had now reached
a stage beyond that of mere conjecture. There was not a doubt that if liquid
fuel could be had at a reasonable price thero was no difficult v whatever in
burning it in a thoroughly efficient and economical manner. This Mas clearly
demonstrated on the Caspian Sea, where there was not such a thing as a
steamer burning any tiling else than the refuse of petroleum (aatatkf).
Mr. Fothergill had referred to dfffierent kinds of oil, and the great danger
attached to their use. There was a difference, of course, between the kinds
of oil. There were three kinds. Firstly, refined petroleum, scarcely used
at all, and that was the kind with which there was, perhaps, the greatest
tlanger. Then they had the crude petroleum, just as it came out of the earth,
which would be dangerous because it contained all the naphthas, benzenes,
and so on, very light and highly inflammable ; but the custom in hot countries,
where the oil" was usually found, was to expose the crude oil In open tanks
and let the sun evaporate the lighter carbons, so tliat the resultant could be
used with perfect safety. As regarded the third kind of fuel (astatki), exclu-
sively used on the Caspian Sea, it was of a heavy, treacly description, and
not at all dangerous. It could be carried in any part of. the vessel, so to speak,
either in cross bunkers or side bunkers, or in the double bottom ; ami it had
been suggested In some cases, where there was a large compartment ( to prevent
the oil coursing about when half full, to allow the sea water to flow in and
keep the tank always full. There was no difficulty about that if circumstances
required it. Mr. Fothergill was somewhat sceptical about making bunkers
tight enough. In new ships tlwre was not the slightest difficulty ; every tauk
In a steamer was subjected to a high pressure— more so than boilers were thirty
or forty veers ago -without any place or rivet leaking in the whole bunker.
He thought he could only repeat that the use of oil fuel was reduced to a
certainty, and it was only a question of cost. Where it could be had at
anything like a reasonable price it could be used, for It presented such
enormous advantages. They had a better flame, a more constant supply of
heat; there was no opening and shutting of furnace doors, no difficulty In
trimming the bunkers, as the oil found its own way into the holes and corners.
There was, moreover, no difficulty in getting It out, and very often this was
done bv gravitation, but where the bunker was below the boiler it was necessary
to have a pump anil service tank: they hail often put the bunkers above the
level of the furnaces, and hail no difficulty. Among other advantages, they
eliminated the firemen, thev minimised mauual labour, and altogether there
could not be a doubt tliat the use of liquid fuel was one that would surely come
in wherever the supply of the oil could be had at a reasonable price. He now
asked them to carry by acclamation a hearty vote of thanks to Mr. Wallis for
his very able paper.
The resolution was ftassed accordingly.
Thb application of electricity to the working of the Leeds
tramcars has made such good progress that it is expected they
will be ready for use in August. The route is between Round-
hay and Kirkstall. The six miles of double lines are practically
completed, the overhead wires have been put in |>osition, and
the cars are about ready. The engines and dynamos will be
ready to supply the |H>wer necessary to propel the cars. The
Hull Corporation are contemplating the reconstruction of their
tramway system, and the laying down of wood pavement at an
estimated cost of £272,000.
For the Regulations respecting Automotor Carriages an.,.
the Carriage of Petroleum, see Thb Automotor and Horsei.eh*
Vehicle Diary and Pocket-Book for 1897, which contains
over 100 paces of information. Price 6d. ; post free, 1d.% <»f
Messrs. F. King and Co., 62, St. Martin's Lane, London, W.<\
2 f 4-
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jt/mt, 1887.
MORE CANDID CRITICISMS.
In the course of an article on the collapse of T/ie Engineer'*
competition the Electrical Review says : — Now that The Engineer
competition is over our contemporary's columns are being filled
with the very natural protest consequent upon the remarks as
to the absolute non-existence of a motor-car industry in England.
The Daimler Company contradict this flatly, and state they are
making three cars weekly, and have 200 men employed. T/te
Engineer gibes at 200 men turning out but three cars per week,
and the waste account can scarcely be termed moderate. But,
perhaps, The Engineer never helped to start a new business ?
Those who have done so will easily understand that the wage
account does total up in a most unaccountable manner. Even
the people from whom you buy stores look on you as fair prey
to be pillaged, and the difficulty in getting around one a suitable
and satisfactory set of men is, at times, most disheartening.
We by no means consider that The Engineer is fair, even though
the motor-car industry be very small. The Engineer repeats
its assertion that light oil vehicles were admitted, and upon
very liberal lines. Mr. Moore, of the Motor-Car Club, how-
ever, quotes The Engineer itself : — " In the first instance we
excluded vehicles propelled by light oil or petroleum spirit,"
and there seems to be little doubt that these vehicles were
excluded from the competition. Mr. Moore also objects to
the demand for six sets of drawings of each machine. There
were only three judges, and six sets of drawings was obviously
a big demand. For whose use were they required ? Our con-
temporary finds fault with Mr. Sturney when ne claims that the
Daimler Company's working drawings have cost them thousands
of pounds. They might soon cost that if many sets of six were
required. Mr. Sturney distinctly states that the Daimler
Company are full of orders, have vans working in London,
several carriages in Scotland, a van in Manchester, and some
20 in all in the hands of the public, and all giving satisfaction.
The Engineer continues to rail at the Daimler Company, espe-
cially as regards a turnover at the rate of £60,000 per annum.
Now, is this fair? If the Daimler Company is turning over
this much already it is not doing so very badly. There may be
no motor-car industry, but to refuse cognisance to the at present
biggest portion of the industry, and then deny the existence of
the industry is not right. If the competition arranged by The
Engineer had been more liberally framed, so as to nave given
no substantial peg on which to hang any complaint of unfair-
ness, we think it would have been of far more use to the public.
If light oil vehicles are not suitable, let this fact be plainly
made evident. But to rule them out without a chance, and
put them on only in a side show is to beg the whole question,
and leave the door open for any Motor-Car Club man to
complain. The spirit-driven car is not a sweet machine. It
vibrates badly when not running, and, as made in France, is
open to much criticism as to workmanship. It may, and some-
times does, blaze up, and make itself a nuisance, just as horses
do when they fall down and kick and plunge on the ground.
But the spirit-driven car can run miles and miles on end with
a small quantity of fluid and a little fresh cooling water to
replenish its tanks. In these respects it is a success. A com-
mercial traveller in Surrey, Kent, and Sussex, who possessed
a motor-car of this type could save many hours of valuable
- time as compared with South country railroads, both in actual
time on the road and in weary hours of waiting for the slow
trains at long intervals. We do not care two pins for the
company promoters who have seriously damaged the motor-car
industry, out we do wish to see the light oil car get a fair trial.
Once get motor-cars of any type into commercial use and the
way is paved for other cars. It would be satisfactory to see
the spirit car helping the electric accumulator car to charge up
at night, and there is no reason why it should not do so.
We observe that Engineering follows The Engineer in all its
criticisms, and denies equally the existence of a motor-car
industry, and echoes its quondam bitter enemy to the tuue
that there is no thoroughly satisfactory self-propelled vehicle.
If it comes to this, there is no thoroughly satisfactory horse,
and the possession of a horse and the driving thereof are not
unmixed blessings. To, many people even the smell of a few
hundred motor-cars would be less unpleasant and far less
unhealthy than the effluvium due to horses, especially on
wooden pavement in a hot city. Yet horses have been bred
for man's use for thousands of years and have not been cured
of their habits. The motor-car is ordered to be thoroughly
satisfactory from the start. It has not yet had time to purge
itself of the taint of the promoter, and the present poor con-
dition of the industry has arisen because of tne promoter and
his burdens. Our contemporary, The Engineer, smvly cannot
forget that it was made to figure as supporting the most blatant
of many very curious productions of the prospectus order.
Engineering backs its opinion by reference to the competition
at Crewe under the auspices of the Royal Agricultural Society.
Here, again, only three entries were made, and but one vehicle
turned up. We have no particulars of the conditions in this
latter case, and cannot say whether there is as good an excuse
in this as in The Engineer competition for non-competition.
We repeat, however, that if the new industry is worth fostering
there must be some liberal allowances made at the beginning.
Instead, Engineering hints at tram airs carrying their own
motive power without nuisance to passengers or to the public,
as though at present horse-traction were of this type. Now
we do not hesitate to say that the exhaust of a spirit engine,
or even of a heavy oil engine, when in order, is preferable to
the wastes of an animal Moreover, the one is merely transi-
tory, and dissipated with no further results ; the other remains
a nuisance, has to be removed at some expense, and what
remains to be dried and scattered by the wind is a disgusting
irritant to the eyes and lungs that no self-respecting community
would tolerate if it could help doing so.
MM<IWWW1>nMMMAAMM^
THE RESISTANCE OF VEHICLES ON
COMMON ROADS.
The United States Department of Agriculture has recently
carried out a series of traction experiments on roads of various
descriptions, and an account of these appear in the Engineering
News, to whom we are indebted for the accompanying
abstract : —
" The first experiments were made on the roads of the United
States Road Exhibit at the Cotton States and International
Exposition iu Atlanta, in 1895, consisting of a modern macadam,
a sand and an ordinary dirt road. The manner of making these
roads is described, and the traction experiments were made with
a heavy farm wagon loaded with cotton bales. The amount of
pull exerted at any time was indicated by a specially designed
tractometer (see Fig. 1). In this device the amount of force
exerted by the team was weighed by the spring, S, in com-
pression, and was indicated on the arc, A, by means of the
pointer, F. The smaller spring was sufficient for all forces
below 600 lbs., and the larger spring came into play after this
mark was reached. The arc shows alwve the backs of the
horses and was marked in large figures. No precaution was
taken to check or lessen the oscillations of the index arm beyond
that of making the parts fit snugly. There was thus no lost
motion, and all oscillations recorded the variation in the amount
of pull. Though these conditions made it impossible to read
the scale accurately, it indicated the true state of affairs, which
was as follows : —
" On the smoothest possible macadam road surface the force
of traction was not constant, but changed continually within a
range of 50 lbs.
" On the ordinary dirt road the force varied from absolute
zero to 700 lbs.— in a gross load of 3,000 lbs. — becoming in effect
a rapid succession of violent jerks.
" On heavy grades in the case of the smooth road the force was
more nearly "constant. On a smooth road the force necessary to
start a load was four times as great as the force required to draw
the load at a uniformly slow pace when started, and was one-
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
418-
tenth the gross load. The force required to start a load oh a
dirt road was about one-fourth the gross load, or not greatly in
excess of the upper limit of the tractive force when the wagon
was in motion. From these observations the following con-
clusions were drawn : —
" A team harnessed in the ordinary way is subjected to a con-
tinuous jerking motion, which on even the smoothest country
road is enough to greatly increase the fatigue. On a dirt road
in bad condition this jerking motion becomes a succession of
heavy blows transmitted to the animals by means of the collar.
The fatiguing effect of these blows is probably double that of a
steady pull equal to the maximum figure reached in the
oscillations, and they further bruise the shoulders of the team.
Starting a heavy load is also equivalent to a violent blow, as
the driver ordinarily draws his team well back and then urges
it suddenly forward against the collar held by rigid traces.
"The smoother the road the more nearly constant will be the
tractive force and the less the fatigue for the same amount of
work. And if a load four times as great can l>e drawn over a
smooth road as over a rough one, by exerting the sAme amount
of force, then a team can haul four times as much in the same
time over the smooth road and suffer less fatigue in the
Fig I — T Tactometer.
Rill! f^ ■ITTTO
Fig. 2— Tractojtrapb
operation. Mr. Neely, under whom the experiments were con-
ducted, thinks that some method should be adopted for making
an elastic connection between the wagon and the team, thus
gradually transmitting the shocks at the wheel rims to the team.
He says that at Atlanta a team of small mules readily drew
12 bales of 500 lbs. each, on a heavy Studebaker wagon up a
10 per cent, grade on the macadam road, with the tractometer
indicating a pull of 1,000 lbs. The same team was completely
stalled in going down the 6 per cent, grade on the sand road,
with an indicated pull of ,1,900 lbs. Nine bales of cotton were
removed before the team could be again started. The driver
refused to venture upon the dirt road with the 12- bale load.
" To demonstrate the practical advantage of wide over narrow
tyres, the following test was made :— A piece of clay road was
made thoroughly wet, and over one portion a heavily-loaded
wagon with 2-inch tvres was rapidly drawn, and over the other
portion an equally heavy wagon with 4-inch and 5-inch tyres
was drawn the same number of times. In the latter case the
front axle was shorter than the rear axle, so that the wheels did
not run in the same track. The result was that the narrow tyre
cut the road into ruts several inches deep, while the broad tyres
rolled the road into a smooth surface. The tractometer showed
that twice as much pull was necessary to draw the same load
over the half-road cut by the narrow tyres.
" In order to obtain results which would be accurate and of
scientific value, a tractograph was devised to record the pull
automatically. This apparatus was similar in principle to that
used in securing indicator diagrams, and is shown in Fig. 2. A
long arm, holding a pencil at the end, was attached to the end
of the piston which previously moved the pointer in the tracto-
meter. The pencil point rested on a revolving cylinder extend-
ing along the wagon pole, and the cylinder was revolved by
means of the gear, driven directly by one of the front wheels of
the wagon. A single long spring was substituted for the two
short springs previously used.
" Any pull exerted at the double-trees would compress the
spring and cause the pencil to move forward along the cylinder,
and as the cylinder revolved as the wagon moved forward, a
continuous record of the force exerted was thus recorded on the
paper. The tractograph was graduated in pounds by placing
weights on a platform connected to the double-trees bv a rope
and pulley. The scale was made to 10,016 intervals up to/
1,200 lbs. ; and from this data sheets were ruled and spaced to
1,016 pulls. As the cylinder revolved once in a forward move-
ment of 1,316 feet, the sheet was ruled transversely into spaces
corresponding to 100 feet.
"Experiments were made with this instrument, and diagrams
are given for results obtained on a level asphalt street, on a
level macadam, a level dirt road, and on a macadam road on a
10 per cent up-grade. The two first show a generally even
range of oscillations, with an average pull of about 50 lbs. in the
first case and 100 lbs. in the second. The dirt road was dry,
smooth, and firm ; but the pull runs up from 100 lbs. to 500 lbs.
with rapid changes, and the general result is a draught of about
two and a half times that required on a macadam road. In the
case of the hill the record shows very wide oscillations caused
by the fact that the team required constant urging. It required
nearly seven times as much effort to draw the load up the
10 per cent, grade as on the level highway.
•" The tractive force is taken as signifying the force required
to draw one ton of 2,000 lbs. On this basis the following is the
record for these four experiments : —
Boad. Tractive force.
Asphalt, level, poor condition 26 lbs.
Macadam, level, good condition .... „.. 38 „
Dirt road, level, good condition 96 „
Macadam, 10 per cent, up-grade 236 „
" Mr. Neely, who carried out the experiment, compares these,
with the results for the best macadam roadways as tabulated
by Mr. Rudolph Hering, M. Am. Soc. C.E. : —
Authority. Tractire force.
Navier ... 45 lbs.
McNeill — 46 „
Rumford 50 „
Gordon 37£ „
Morin ... 32 „
Office of Road Inquiry .... „.. .... 38 „
Average
41
" The following general results are obtained from the experi-
ments made by the engineers above mentioned : —
" The force of traction varies universally as the diameter of
the wheel, and increases with the speed, upon hard roads, but is
not in proportion with the velocity. The width of tyres is found
to have no effect on the traction on hard roads ; but this width
has a very decided effect upon the condition of the road surface
and on the cost of maintenance. The effect of inclination of
surface is a matter of mathematical computation, and can always
be figured by the following formula : —
" R = F + a W where
" F = Force required to draw the load on a leveL
" a = The grade expressed by a fraction.
"W= The weight of the load in pounds.
" R = Force required to draw the load up the incline.
" An appendix to the bulletin contains various tables taken
from Sir John McNeill, Morin, Mr. Rudolph Hering, and from
experiments made by the Office of Road Inquiry."
a V 5
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[JcLr, 1897.
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A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
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ANSWERS TO CORRESPONDENTS.
Molas (South Tottenham).— A motor-tricycle, weighing under
one ton unladen, is not subject to any special Inland Kevenue
duty under the new Locomotives on Highways Act, 1896.
The only amount payable is the ordinary Inland Revenue
carriage license of 15». per annum, procurable at any post-
J Herrmunn (Streatham).— You cannot do better than submit
the whole of your invention to a first-class firm like Messrs.
New and Mayne, Palace Chambers, Westminster, who
would give it the very best attention, and, if suitable, take
it up and work it.
B. M S (Fleet, Hants).— We hope later to inspect the car you
mention, and can then give you advice you seek. At
present, as our technical editor has not personally had an
opportunity of judging the vehicle, we are not prepared to
advise a purchase. .
Motorenfabrik (Switzerland).— Your best plan is to apply to
one of the first-class English engineers, who will no doubt
be "lad to make an arrangement with you if your patent
is of commercial value. You will find several good names
in our advertising columns.
RAF (Wath en Dearne).— We know of no English transla-
tion of the "Manuel Practique du Conducteur d' Auto-
mobile."
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THE AUTOMOTQR AND HORSELESS VEHICLE JOURNAL.
415
THE AUTOMOTOR INDUSTRY AND HOW
TO FOSTER IT.
Whbx the dynamo emerged from the laboratory and electric
lighting became a commercial possibility, what should have
been a perfectly legitimate industry was converted iuto a huge
means of defrauding the public. The scandal was so great that
not only was the development of electric lighting seriously
hindered, but an Act of Parliament was passed for the pro-
tection of the public of such severity that it was found in many
cases to absolutely prohibit practically the use of electricity.
Even now the person or company who wishes to introduce
•electric lighting to any locality finds the various legal obstacles
in the way by no means easy to surmount. There must in all
cases be absolutely bond fide* and the necessary capital. This,
of course, is all with a view to prevent the operations of the
Company promoter, Trust and Financial Corporations, who go
about seeking what industry they may devour. With the
introduction of the motor-car we have seen a somewhat similar
financial phenomenon to that which attended the birth of the
dynamo, and with somewhat similar results, although of less
intensity. We do not gather that those who have invested in
the numerous Motor Syndicates, Companies, and so forth, are
rejoicing very much. Their money has been for the most part
sunk in " master patents " of but doubtful and limited value,
and the recent Competitions have not served to greatly impress
the public with the future of the motor-car industry ; in fact,
there is a distinct " slump " in motor shares. For our own part,
tw long as the losses fall upon Company promoters and those
who are like unto them, we are not sorry that events have not
turned out so fortunately as was anticipated, and hence we
regard the recent Competitions as a much-needed and salutary
" eye-opener," if such a term is permissible. What we have to
do now is to educate public opinion on the automotor question —
to show that, apart from the fictional ballon* d'estai of the
prospectus writer, there is a legitimate field for investment
in the motor-car industry, provided that the advantages and
limitations for the employment of automotors as against horses
are well appreciated and understood. For example, in York-
shire, Derbyshire, Cumberland, and in many parts of Scotland
■the roads are atrocious and horseflesh and labour cheap, No
commercial advantage at present would accrue from an attempt
to place a motor-car in such districts in competition with horse
coaches or wagons. In the South, around London, the roads
are good, horseflesh and labour comparatively dearer. Such
.services as parcel distribution, omnibus and cab working could
undoubtedly be successfully undertaken with one or two of
existing types of motors. Again, both the investor and the
person who uses a van or light cart in his business are inclined
— not without reason — to fight shy of motor-vans, and this, of
course, reacts against the manufacturer of automotors. With
a view, then, of educating the public on this question, and
removing prejudice, we make the following suggestion, and
invite our readers to express their opinion on it
.- . We propose that in London and the large provincial cities,
such as Liverpool, Glasgow, Manchester, Birmingham, &c,
•♦here should be formed Automotor Exchanges— that is, manu-
facturers and designers of automotors should form a parent
Association, with branches in these towns. At each branch
there would be a depot, with examples of each type of motor.
A would-be purchaser would thus be able to inspect the whole
industry at a glance, and obtain the fullest technical informa-
tion. Trials could be arranged, and purchases effected with
the least trouble, and with the best possible guarantee that
the purchaser had obtained what he required- A trial might
well be made of this idea in London to start with. It is, of
course, not intended to have anything in the nature of, or
savouring of, an " Exhibition." Our idea is that of a purely
business Exchange, where one could see samples of motors and
obtain quotations exactly in the same way as one can go into
the Corn or Wool Exchange and obtain samples and prices of
these articles. The nucleus of such an Exchange as we have
indicated already exists in the shape of the Self- Propelled
Traffic Association. At present this body cannot be charged
with having effected very much. It has certainly been the
means of adding greatly to the literature of the automotor,
and some very excellent papers have been produced under its
auspices. We take it, however, that the literature is now fairly
copious, and it remains with the members of the Association to
effect something practical. True, the Association has offered
prizes and encouraged designers, but this hardly meets the case.
We would suggest to the Association whether it could not see its
way to establish an Exchange on lines such as we have indicated.
Manufacturers and engineers can hardly be expected to compete
in the production of the " best " automotor, but they would, we
think, support an Exehauge where the purchaser could exercise
his choice, because, after all, it is he who is the final judge. .
■WW^i***^*^***1^
TRAFFIC IN THE CITY.
If there is one reason more cogent than another for the employ-
ment of automotors it is to be found in the congested traffic in
London. From early morn till midnight, from Hyde Park
corner in the West to" Poplar in the East, and from Islington
in the North to Brixton in the South, and even beyond these
limits, there is a heavy stream of traffic which, approaching the
City, becomes of such density that only by the most careful
police regulation is it possible to conduct it at all. It is to
foreigners one of the most wonderful sights — the regulation of
the London traffic ; but after all, the capacity for traffic of our
streets is limited ; in few streets is there room for more than
two tracks, and an accident, such as a horse falling down, will
create a block which may be felt half a mile away. Indeed,
the congestion of the metropolitan traffic threatens to l>ecome
in the near future a most difficult problem for solution at the
hands of the County Council and the City Corporation. Spas-
modically the Press draws attention to it through the com-
plaint of some belated traveller losing his train in consequence
of his cab or omnibus having to wait at a block. Sanguine and
unsophisticated is he who at any time during the day thinks he
can by " cabbing it "go from, say, the Mansion House to the
Law Courts in 20 minutes. There is, in fact, but little saving
of time effected, no matter how high spirited is the horse and
how skilful is the Jehu. So heavy is the traffic at maiiy
points that unless it be stopped by a policeman it is exceed-
ingly dangerous to attempt to cross the streets. As " Dagonet "
well puts it in a recent number of the lieferee, " the traffic of
London ought to be completely reorganised. It has increased
to such an extent that it is beyond control and is iHirpetually
in a state of confusion." In the Strand or Cheapside we see
cabs, omnibuses, heavy railway vans, mail carte, costei-s'
barrows, all mixed up together, and for often considerable
periods of time the pace of the whole will l>e regulated by some
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jtrir, 1897.
heavy, alow moving vehicle that heads the procession. To
dilate upon this state of things is of little use ; the facts are
too apparent. The question is, how can they be remedied ! In
the first place the vehicles should be classified, and, as far as
possible, should be obliged to traverse routes accordingly. As
" Dagonet " pointa out there ought to be a means of limiting
the number of buses running along a narrow thoroughfare, and
of compelling the heavy van traffic to make use of roads off the
main artery. Supposiug, however, this was effected it woidd
not greatly assist us because a heavy railway van delivering
rolls of paper to a Fleet Street office would, as at present,
create a more or less pronounced hindrance to traffic. If, how-
ever, we could reduce the length over all of the space occupied
by a horse-drawn vehicle we should increase the capacity for
traffic of a street bv the same amount. Obviously this can only
be accomplished by eliminating the horses. Of the length
occupied by an omnibus fully one-half is used for propulsion,
while in ordinary carts quite two-thirds of this length is so
utilised. In very heavy vehicles such as brewers', coal, flour,
and market wagons, drawn tandem, two horses abreast, the
same proportion obtaius. In tramcars the horses occupy
about one-third of the length. It follows that our streets are
so congested because the animals used for traction occupy such
a large proportion of the space. To see how crude and unsatis-
factory is horse traction we need only glance at the railways.
In ordinary trains the locomotive will occupy but about
one-tenth to one-fifth of the length.
Were horses largely eliminated from the principal thorough-
fares the gain or saving would he enormous. The traffic could
he largely increased without inconvenience. There would he
less risk of life and limb, and less necessity for regulation.
Also the cost of maintenance of the roadway would be less
because (notwithstanding that a high authority has declared to
the contrary), it is after all the hammer-like action of the horses'
feet that in time wears out granite setts, a fact which is very
palpable on London Bridge. From a hygienic point of view
the gain would be incalculable. At present the street orderly
bin is a necessity. An army of small boys finds constant occu-
pation in gathering up the ordure of the horses, and a large
number of carts and men are required to empty the bins and
transfer their contents to barges. In fact, whatto do with our
street sweepings is an ever anxious subject to the municipal
authorities. Ill warm weather, especially on windy days, the
air in the streets is charged with fine particles of desiccated
filth.
A reformation in the method of traction is the only possible
solution. We must, at all costs, and for every reason, eliminate
the horse from our crowded streets and substitute for it the
automotor.
CONTINENTAL NOTES.
CONTRACT FOR MOTOR-CARS.
The Central Engineering Works Company (Limited), of York,
have received a contract from Messrs. F. G. Von Hillenscbmidt
and Co., of Warsaw, for four of their patent motor vehicles, to
be built for two, eight, ten, and twelve passengers respectively,
the larger ones to have light luggage cars attached, suitable for
touring purposes. These vehicles will be fitted with the patent
cork and rubber tyres, invented by Mr. P. Appleyard, Grafton
House, Halifax, director of the Company. The Central
Engineering Works Comjwny (Limited) is being reconstructed
with a capital of £30,000, to enable it to cope with the nominal
increase of business, the firm having had during the last few
months to decline orders to the value of over £50,000.
The English and French equivalents of Weights, Measures,
and Distances are fully set out and explained in The Automotor
and Horseless Vehicle Diart and Pocket-Book for 1897,
which contains over 100 pages of information. Price 6d. ; post
free, Id., of Messrs. F. King and Co., 62, St. Martin's Lane,
London, W.C.
The French Senate has doubled the " Octroi " tax on cycles,
motors, &c, entering Paris. In vain does Let Sport* proclaim
the fact that "We live in France under a democratic regime."
That may be so, bat all the same the gay Parisians have now
got to pay 20 francs per year instead of 10. Let Sports talks
about petitions and what not ; but is it not a cardinal principle
of democracy to tax the luxuries of the rich 1- and one must be
at least removed from poverty by a good step in order to keep
u " bike.'-
Reaj.lv this tax reminds us of Harcourt's van and wheel
tax, which our people would not have at any price at that time ,-
but directly autoruotors were legalised our Chancellor of the
Exchequer " taxed " our motor-cars to the tune of two guineas,
or about 43 francs per year ; so our French neighbours have got
off rather well.
The |tetitiou in favour of a remission of the " Octroi " tax is
Wing got up by L' Union Velocipedique de France and by our
esteemed contemporary Le* Sport*. We do not, however, think
that they will succeed in their object. Government are always
in want of money, and so far as our Governments is concerned,
so long as it does not touch the poor man's beer and 'baccy, it
can tax anything.
In older to give due emphasis to the petition, our contem-
porary and L'Union Velocipedique will give two gold medals to-
the two cyclists who obtain the most signatures to the petition.
The Automobile Club de France has lately demanded the
resignation of a member who brought into the club a lady who
was neither his wife, nor his sister, nor his daughter. It seems
that there is a rule forbidding the use of the club to members'
"friends." We congratulate the club on its " respectability."
A movement is on foot to assimilate the French law regarding
automotors to that already governing tramways so that enter-
prises of a commercial nature shall be entitled to State subven-
tion as are tramways. Something like 1,100,000 francs is given
to French Tramway Companies as subvention, and in many
districts automotors could be employed where it would not pay
to lav train lines or railways.
At Longchamps a steam omnibus on the Dion-Bouton system
and capable of carrying 23 passengers has commenced -to run
regularly.
The Peugeot motor has been so successful that a company
has been formed to manufacture it on a large scale. Premises
have been taken in the village of d'Audincourt and over 180
persons are continually employed in the manufacture of this
type of automotor. Evidently there is a motor-car industry in
France if not in England. Next month about 280 to 300 hands
will be taken on.
M. Leon Bollee was the winner of the coupe de motor-
cycles, gaining the prize offered by M. Le Baron de Zuylen.
The Paris Omnibus Company has adopted the Serpollet auto-
motor upon the Cimetiere de Saint Ouen-Bastille Liue. The
Bon March6, of Paris, uses motor-cars as parcels' delivery vans.
Some Forthcoming Events. — July 24th : Paris to Dieppe
race for carriages and motor-cycles ; August 5th to 1 1 th :
Heavy weight competition at Versailles ; August 22nd : Paris
to Coburg race for motor-cycles.
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THE AUT0M0T0R AND HORSELESS VEHICLE JOURNAL.
417
Self- Propelled
Traffic Association.
{Incorforattd by Special Licence of the Board of Trade, under the
Companies Acts, 1862 to 1890.)
Jmibtnt.
SIB DAVID SALOMONS. Bart
Sict-jprnibent*.
BIB FREDERICK BBAKWELL, Bart. JOHN PHIUPBOK, Esq., J.P.
ALEXANDER SIEMENS, Esq.
Amtral Council.
- Marquess of Abergavenny, K.G.
Rt. Hon. G. J. Shaw-Lbfevre.
Sir Albert K*. Rou.it, D.C.L., LL.D,. M.P.
Sir Henrv Trubman Wood (Sec etary Society of Arts).
Prof. Vernon C. Boys. F.R.S.
J. W. Maclure, Esq., M.P.
W. Worry Beaumont, Esq., M. lost. G.E.
William Cross, Esq, M- Inst. C.E. (Newtastle-on-Tyne).
J. Irving Courtbnay, Esq.
Walter Hancock, Esq., M. Inst. E.E.
J. T. Hopwood, Esq.
■ G. J. Jacobs, Esq., F.R.A.S.
- John H. Knight, Esq. (Fambam).
H. D. Marshall, Esq. (Gainsborough).
J. A. McNaught, Esq. (Worcester).
Boverton Redwood, Esq. (London).
George Stephenson, Esq. (Newcastle-on-Tyne).
Alfred R. Sennbtt, Esq., A.M.I.C.E.. M.I.M.E.
E. R. Shipton, Esq. (Secretary Cyclists' Touring Club).
LIVERPOOL AND DISTRICT CENTRE.
President— The Right Hon. The Earl of Derby, G.C.B.
Vice-Presidents — H. Percy Boulnois, Esq., M. Inst. CE. ; Alfred
Holt, Esq., M. Inst. CE, and Alfred L. Jones, Esq., J P.
Members of Council — Maunsell C. Bannister, Esq., Assoc M.
Inst. C.E. ; John A. Brodib, Esq., Wh. Sc, Assoc. M. Inst.
C.E., M. Inst. Mech. E. ; Everard R. Calthrop, Esq. 5 S. B.
Cottrbll, Esq., M. Inst C.E., M. Inst. Mech. E. ; George
H. Cox, Esq. ; A. Bromley Holmbs, Esq., M. Inst. C.E. ;
A. G. Lystbr, Esq., M. Inst. C.E. ; Arthur Muskbr, Esq. ;
G. Frbdk. Ransoms, Esq. ; Henry H. West, Esq., M. Inst.
C.E, M. Inst. N.A. ; John Wilson, Esq. ; John T. Wood,
Esq., M. Inst. C.E.
Hon. Solicitor — Lawrbnce Jones, Esq.
Hon. Local Secretaty—E. SHRAPNELL SMITH, Esq., The Royal
Institution, Colquitt Street, Liverpool.
OLASOOW AND WBST OP SCOTLAND CENTRE.
Hon. Local Secretaries— Messrs. MITCHELL & SMITH, C.A., 59,
St Vincent Street, Glasgow.
Solicitors.
Messrs. LUMLBY ft LDMLET, 87, Conduit Street, London, W.
Jtrmtarg.
ANDW. W. BABB, 80, Moorgate Street, London, E.C.
Some of the objects for which the Association is established are :—
To originate and promote improvement in the Law from time to
* time directly or indirectly affecting self-propelled vehicular and
locomotive road traffic, and to support or oppose alterations in
such Law, and for the purposes aforesaid to take such s'.eps and
proceedings as the Association may deem expedient.
To popularise and a-sist the development of self-propelled
vehicular and locomotive roid traffic, and for this purpose to
take such steps and proceedings as the Association may deem
expedient.
To take or defend any proceedings on behalf or against the
Association or its members, which in the interests of the
Association or the members thereof may seem to the Association
expedient to take or defend. Provided that no such proceeding*
shall be taken or defended on the part of the members of the
Association except in the bona fide fu therance of some object of
the Association of a public or quasi public nature.
To promote the scientific knowledge of the construction and
piopelling of fcll kinds of self-propelled vehicles or locomotives,
or means of competitions, exhibitions, by giving of pr'zes, or in
such manner and on such conditions as may be lound desirable.
Subscription £1 Is. per annum.
President Sir David Salomons, Bart.
Secretary Andrew W. Barb, Esq.
President of the Liverpool Centre The Eakl Op Dbrby, G.C.B.
Son. Local Secretary .. . . E. Shrapnbll Smith, Esq.
We understand special arrangements are being concluded for
members of the Self- Propel led Traffic Association to visit the
forthcoming motor-car race from Paris to Dieppe on July 24th, and
the P:vris Heavy Vehicle Competition on August 5th, organised
by the Automobile Club of France. Full particulars can be
obtained from the Secretary, at 30, Moorgate Street, London, E.C.
At a Special Meeting of the Liverpool Local Council of the
Self-Propelled Traffic Association, held on Tuesday last, to
discuss the forthcoming Motor Vehicle Exhibition and competi-
tive trials being organised under the auspice* of the Association,
it was decided to postpone the issue of any particulars pending
a report by a deputation of the Council then selected to attend
the Heavy Vehicle trials at Paris, which are to be held on
August 5th, 6th, and 7th next.
AUT0M0T0RS AT THE ROYAL AGRICULTURAL
SOCIETY'S SHOW, MANCHESTER.
[liY OUR special commissioner.]
In our last issue we dealt with the trials held under the
auspices of the Royal Agricultural Society, or, in other words,
the working side. We now have to deal with the exhibition side.
To sum up the exhibits, with one or two exceptions, notably
the stands of the Anglo-French Motor Company and the
Lancashire Steam Motor Company, they were little short of
disappointing to the majority, but most people seemed to have
expected perfection in the salad days of a youthful industry,
and forgetting that " Blessed is he that expects little, for when
he gets it he will not be disappointed," some of their disappoint-
ment was courted.
Although at several stands the cars were not on view, chiefly
through not being ready to be shown, it was surprising to find
how many exhibits had some bearing on the industry, and how
many of the exhibitors in all branches of the implement section
were at work directly or indirectly on' the development of the
motor-car. For this reason the show contained much of interest
to the intelligent visitor, but would prove a disappointment to
the catalogue- bound curiosity-monger. To the latter the stands
of the two firms previously mentioned afforded all that was
worth seeing, with perhaps an extra dash of spice afforded by
the daily run in the Bhow ground of the Leyland van.
To pass on to the exhibits themselves, only a short, way down
the Central Avenue the stand of the Asolo-Frbnch Motor
Carriage Company (Limited), of Loudon, Birmingham, and
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TffX ATJfOMOfOtt Am BoMtiLESS VMICL2 JdVMTAL.
[Jul*, 188?.
land, noo w ijc uicb mui, ami vutj Wliawtui* wuwu 1*1 BlgUL-
seers and questioners did much to arrest attention, to say
nothing of the attractiveness of the Company's show of vehicles.
These were four in number, and comprised two motor-cars for
two and four persons (one of which we illustrate, Fig. 1) ; a
motor-van for parcels fitted with double-cylinder motor, and
friction and spur-driving gear ; and also a shallow-sided motor-
lorry, likewise illustrated (Fig. 2). The motor-carriages were
specimens of the latest productions in motor-car building, having
been built to the order of a client in London, while the lorry
is destined to be used for the transport of jute bales by a
Scotch firm. In all the vehicles special attention has been paid
to the isolation of the motive power for the bodies of the cars,
and this has been achieved with success by the full and judicious
use of rubber buffers or accumulators and steel springs. . The
much-complained of vibration is thus reduced to a vanishing
point, or something very hard to otherwise describe. As objec-
tions have been raised from time to time on account of the
alleged trouble of attending to the working parts of motors,
it should be pointed out that in these cars the supply of oil to
the motor is automatic, while [the lubrication of the wearing
parts is practically the same.
The amount of attention needed
is thereby reduced to a mini-
mum. As far as the carriage
bodies are concerned they are
splendidly finished, the appear-
ance and upholstery being equal
to the best specimens of coach-
building and fitting in adjoining
stands devoted entirely to the
time - honoured horse - drawn
vehicles.
As will be seen, the lorry is
specially suited for the convey-
ance of bulky loads, the inside
dimensions of the body being
11 feet by 4 feet 6 inches. It
is propelled by a double-
cylinder benzol ine vapour mo-
tor, developing 8 to 10 H.P.
The power is transmitted direct
from the motor to the back axle
by friction and spur gearing,
which enables two speeds of Fio.
r and eight miles an hour to
attained in a forward direction,
I gives one reversing speed. It
1 De noted that the wheels are
of the same size, being shod
h steel tyres, and fitted with
improved rigged axle-sheering
trivancc. Underneath is the
ling water circulating apparatus
cylinders being jacketed. The
rage tank carries a supply of
I for 60 miles, and the ignition
rk is obtained from a 60 ampere-
ir secondary battery. For very
g distances an -extra battery is
> provided. As these batteries
carried under the front seat
y can always be got at easily for
nging or charging.
'he Lancashire Steam Motor
(pant, of Leyland, were running
ir motor- van (Figs. 3 and 4)
ly in the. ground, and had the
laure' of .carrying several .of the
«hty attending Hie show. Their
t was awarded a silver medal in
Implement Section, and it is
ising to note that the judges
t no hesitation in making the
awa.ru, uuu, uu uio nuiuu/, expressed their pleasure and
willingness, as they considered it had been fully merited.
Concerning the criticism we made on the steering gear in
reporting the trial at Crewe, its behaviour naturally arrested
the attention of the judges, and it is therefore most satis-
factory to be able to say that after a further investigation of
the steering and compensating gear at the end of the ran
they expressed themselves quite satisfied with both, as regards
mechanical construction, and agreed that the trick the Litter
played in the trial was not of a nature to reflect at all upon
their principle or construction. The small but irritating evil
was cured after the ran, and the difficulty has not recurred
again since. At their stand the firm were also showing a
portable 6 B.H.P. engine and boiler which was very much the
same as the motor and boiler used on the van. A smart feature
of the exhibit was also a steam lawn mower. One man can
work it, a single handle controlling the machine. The weight
is also sq disposed as to bear on the roller, thus rolling and
cutting at once. The motor can be used separately by slipping
the driving chain out of gear. A fire pump attachment was
also shown at work.
Asoio-Fkbncb Moiob Cabkiaqb Company's MotobLokrv.
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Jnw, 1897.] THE AOTOMOTOR AND HORSELESS VEHICLE JOURNAL. 419
Messrs. J. Pettor and Sons, better known in the motor world I THE YACHTING AND FISHERIES
as the Yeovil Motor Company, were showing a collection of EXHIBITION
petroleum motors, but they did not show any cars. The same i *
was the case with Messrs. E. Foden, Sons, and Co. (Limited), ! •—
of Sandbacb, who have given considerable attention to the , , „ , ....... . ,. , .
construction of motor van£ and, we believe, have achieved con- I A b**^ but well-arranged exhibition of appliances used m
siderable success, but they confined their attention at the show ' yachting and fishing has been opened at the Imperial Institute,
to their well-known traction engines and road locomotors. London, and those interested in nautical automobihsm will find
Another firm of motor-car builders, the Wolseley Sheep much to mterest them. Perhaps the most striking exhibit is
Shearing Machine Company, whose "Wolseley" autocar has ' that of the Liquid l! iiel Company, of Cowes, best known to our
already been illustrated in these columns (February, 1897, , ™?e™ as the d«"gners and builders of the Lifu motor-van.
p. 186), bad a stand, but were not showing the «aiv They i This Company shows a varied collection of beautifully finished
devoted the back page of their pamphlet, however, to a view of steam »»uncne» using petroleum as fuel. They also show a full-
the car, these pamphlets being freely distributed. The car is I 8lzed model of the,r water-tube boiler and oil-burner, together
driven by a benzoline motor,
and has one regulating handle
which gives two speeds and a
reverse motion. Messrs. Tallent
and Co., of Manchester, were to
have shown a four-wheeled
dogcart, but it was not ready in
time to be exhibited. The cart
is. fitted with cushion tyres,
spider wheels, and ball bearings.
The steering system is Acker-
man's with some improvements,
and is provided with indepen-
dent brakes to the axle and
tyres. The motor, which is
petroleum driven, is made by
Messrs. Urquhart and Bolle,
of Liverpool, and 57, Barton
Arcade, Manchester. It is of
a comparatively new type, of
which we hope to be able to
give some further particulars
later on. It is double cyliudered
and develops 3 H.P. The
gearing gives four speeds in the
forward direction and one back-
ward speed. Messrs. Windover,
Turril and Sons, of London,
carriage builders, were not
showing the motor-car referred
to in the catalogue, and declined
to give our commissioner any
information concerning it be-
yond that they had made some
private, runs of a satisfactory
nature.
In connection with sundries
Messrs. Binney and Son, of
Birmingham, &c, in a large
collection of belts and driving
bands, were showing some
specially suitable for autocar
purposes, while Messrs. Royce Fi0. 3.— Tmb Lancashire (Lbtiand) Steam Motor Company's Van (p. 418).
and Co. C Limited), of Manchester,
included switches for starting, stopping, and reversing electric with some remarkably well-finished nets of coiu]k>uih1 and three-
motors. In the course of conversation with those interested in , stage expansion engines. Messi-s. Priestman, of Hull, show a
motor matters it was gathered that Messrs. J. Holdsworth, a fine specimen of their oil-motor for launches, barges, &c. ; this
Liverpool firm, expected to have a four-seated motor-carriage on ] motor has been used all over the world and has given great
the market soon at a price considerably lower than that at , satisfaction. It is found in the "fly-lwats" of the Black
which most cars are now being sold. A four-seated Victoria, I Country and on the rivers of West Africa and Burmah. It has
running at 4 up to 25 miles an hour, has done well on its trial j thus proved its reliability even in the hands of those who cannot
trips. Another local firm, Messrs. Simpson and Bodman, of ! be said to know anything of oil-motors whatever. What wc
Diasbury, near Manchester, have decided to aliandon liquid fuel like about this motor is its strength and solidity ; there is no
in favour of coke for their steam-driven vehicles. sacrifice of metal in order to reduce weight, and all the working
parts are simple and " get-at-able." They are made in all sizes
from 2 to 90 B.H.P. Like all oil-motors, however, they are
It is said that the roller-ship, " Ernest Bazin," has, after uui-direction engines, and this necessitates the use of propellers
several trial trips, attained a speed of six knots. This compares with revei-sible blades. A Priestman oil-motor has been fitted
very indifferently with the 37-knot speed expected by the to a large trawler, 82 feet by 22 feet by 11 feet draught ; the
inventor, but is probably nearer the average an ticipatiou. ' motor gave off 90 H.P. and produced a s|>eed of 8 knots, a
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jew, 1897.
result in marked contrast with that of the much vaunted steam-
lifeboats, which we discuss elsewhere. So highly are these
motors thought of that they are rapidly superseding horses for
canal traffic. For motor-car purposes it is, of course, necessary
that the weight of the motor i-hould be kept low ; the same
remark applies to motors intended for electric lighting ou board
torpedo and other small craft, such as yachts. Mr. Mills, of
Sunderland, has for some time past undertaken the production
of aluminium castings, and at his stand he shows some very
beautiful specimens of bed plates, crank chambers, &c.
Aluminium seems particularly well adapted for this purpose.
Its strength is about 16-20 tons tensile, and its specific gravity
about 3 ; practically it is about one-tbird the weight of gun-
metal and iron, and except for bearings it can replace these
metals for all purposes in machinery. It does not rust and is
untarnisbable. Mr. Mills infoims us that he is supplying large
numbers of castings for oil and steam motors. There is a very
THE ENGINEERS AND THE 8-H0URS DAY.
Fig. i. — Thh Lancashire (Lkyland) Stbam Motor Companies Van (p. 418).
tine collection of yacht models, both steam and sail, and most of
the launch builders are represented by full-sized vessels. The
section relating to fishing is extremely interesting, especially to
the pisciculturist
Space forbids us to describe these things in detail, we can
only say that the Yachting and Fisheries Exhibition at the
Imperial Institute is one of the best shows now to be seen in
Loudon and well worth visiting.
Bbi Bezugnahme auf Inserate in diesem Blatte, bitte den
Namen " The Automotor and Horseless Vehicle Journal"
anzugeben.
All interested in automotors should join the Self-Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.C.— (Advt.)
We have just entered upon one of those industrial wars with
which we are so familiar in this country, and which pjriodically
break out much to our own national loss, but very much to the
advantage of the foreign manufacturer. The engineers demand
an eight hours' day, and the employers refuse to concede it.
As in all wars there is some ostensible ground for lighting, and
in the present struggle this is the cam* belli put before the
public. As a matter of fact, l>oth the engineers, or, more
correctly, the Amalgamated Society of Engineers, and the
employers, through their Federation, have long been spoiling
for a fight, and war has at length been declared. To day the
majority of our large engineering works are closed. Orders
cannot be executed, and something like 75,000 men are idle.
The men call the dispute a " lock-out," the masters say it is a
'' strike." It is not very material
what it is called, but the prin-
ciple involved is important. With
the extension of the use of labour-
saving machinery skilled hands
are displaced, and boys and
labourers can now do with the
aid of a machine work which
formerly required a skilled fitter.
This replacement of manual skill
and labour by automatic machine
work is inevitable, and cannot
possibly be resisted by any
artificial means whatever. It is
a noticeable and curious thing
about this dispute that the boiler-
makers are ostensibly not in-
terested and are working. Those
who are acquainted with the
furious disputes betweeu fitters —
members of the Amalgamated
Society of Engineers and boiler-
makers — in the making of water-
tube boilers, will have no diffi-
culty in seeing why the lwiler-
makers are holding aloof. Both
the employers and the engineers
are well equipped for a tight, and
any attempt at present on the
part of anyone to arbitrate would
be utterly useless and worse. We
should deprecate any interference
even from the Board of Trade.
The probability is that in the
large firms the strike or lockout
of the engineers will have to be
followed by a total stoppage.
Moulders, boilermakers, pattern-
makers, and other allied trades will be involved, as will platers,
angle and other smiths, rivetters, &c, in the shipyards. It is,
of course, very deplorable, but at the same time inevitable.
So far no legislation and no law can, at any rate in this country,
prevent these fights betweeu capital and labour, and perhaps
it is just as well that it should be so.
From experiments recently made on specimens of iron of
different lengths, Mr. Henry Wilde, F.R.S., has found the
magnetisation limit to be 422 lbs. per square inch, or 29-67 kilos,
per square centimetre. In his communication to the Royal
Society Mr. Wilde describes an experiment showing that the
single-pole method of determining the magnetisation limit of
magnetic substances compares favourably with the double-pole
method, and that no higher degree of tractive force is to be
expected from the latter than has been obtained from the former
method.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
421
THE I.E.S. ACCUMULATOR CELL.
On the occasion of a recent visit to Woking, we made it our
business to inspect the works and plant of the I. E. S. Accumu-
lator Company. These are of a very extensive nature, and are
an industry which naturally iR confined to Lancashire and
Germany. We then come to the lead plates. Perhaps more
ingenuity, time, and labour have been devoted to this item
than to any other electrical detail. Ever since Faure and
Plants showed how electricity could be, as it were, bottled up
and carried about like any other kind of potential energy,
inventors have unceasingly striven to increase the active
surface, and to prevent the disintegrating action which takes
place on rapid discharging. After innumerable trials the
I. E. S. Company have succeeded iu producing a cell which, for
large extent of active surface, freedom from disintegration, and
high capacity, will be found difficult to surpass. We say this
with a full knowledge of the most recent tests conducted by
independent observers. In order to obtain a large active
surface, the lead grids were at first made as shown in Fig. 1.
Fio. 1.
Fid. 2.
for the most part entirely new. Few people, except those con-
cerned, know what a large number of operations and distinct
trades are involved -in the manufacture of a storage lmtterv.
The first essential is the manufacture of the glass cell ; this is
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Under ordinary conditions, and without some support, this
form of construction would be of little use, as surface would be
gained at the sacrifice of rigidity and strength. In order to
give the necessary support, each plate was enclosed in a per-
forated celluloid envelope ; the celluloid, while giving support,
is also an excellent inaulator, and thus any accidental contact
of adjoining plates prevents any short circuiting. The plate
thus constructed was found to give excellent results, but it was
further improved by making it in the form shown in Fig. 2.
Iu this plate the lead takes the form of a number of lead wires,
about 3 mm. diameter ; these are corrugated and kept apart by
strips of vulcanite ; the plate is then pasted and enclosed in the
perforated celluloid euvelope.
Taking the " All " type as representing the cell most usually
employed for traction purposes, each cell contains five positive
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422
THE AUTOMOTOR AND HOUSELESS VEHICLE JOURNAL.
[July, 1897.
and six negative plates, each plate being approximately 4§ inches
wide, 6 j inches high, and £ inch thick. A rectangular jacket,
about 5 inches wide, 7£ inches high, and § inch deep, made out
of perforated celluloid sheet about Jj inch thick, surrounds
each plate ; and the plates are further kept apart by small
narrow vertical strips of celluloid being inserted between the
celluloid cases of adjacent plates. A plate is composed of
12 narrow vertical prongs of lead joined together at the top
with a bar of lead, and at the bottom with a strip of celluloid.
Thirteen thin strips of celluloid, each pierced at equal distances
with holes corresponding with the 1 2 lead prongs, are strung on
them, and these celluloid strips both serve to keep the lead
.prongs equally spaced all the way down, and to act as shelves
to support the paste which is pressed in between them. The
weight of the five positive plates is about 11 J lbs., and that of
the six negatives 13 lbs.
From the results of numerous tests by electrical engineers of
the most undoubted probity, these cells have extremely high
rates of discharge, which make them admirably adapted for
traction purposes. The following are the particulars relating to
his cell : —
Number of plates, 11.
Weight, 55 lbs.
Charge amperes, 1 — 35.
Discharge „ 1 — 50.
Capacity in ampdre hours at half list rate, 210.
» full „ 150.
Size of box, 10j X 9| X 7$.
As regards the weight of a battery of these cells in order to
develop a given power for, say, 19 hours, the weight may be
taken at "67 ton per horse-power between 5 and 10 horse-power ;
but these cells would be quite capable of developing continuously
a much higher power for a shorter period, or a normal rate of
5, 7, or 10 horse-power, with occasional increases to much higher
powers, for nearly 19 hours. For instance, the 5 horse-power
battery would give an average of 5 horse-power for nearly
19 hours, and up to 10 horse-power for short periods of a few
minutes.
As regards the capacity of these cells the following curve will
be of interest (see Fig. 3). It will be seen that at a rate of
discharge of 5 amperes, the capacity in ampere hours is about
38 hours. If the discharge is increased to 15 ampOres, or three
times the rate, the capacity is about 22 ampere hours. It will
be conceded that these results are extremely favourable for
traction purposes. Among the latest orders received is one for
a large battery for a large autoiuotor barge for canal traffic in
the Midlands. These cells were preferred as they stand rough
usage so well — there ljeing no possibility of short circuiting.
NOTES OF THE MONTH.
The material known as " Pressspahn " is prepared from a
specially selected wood fibre, treated with suitable material to
enable it to be compressed through rollers into sheets of various
thicknesses, ranging from 0-20 mm. to 4"00 mm. It is used for
a variety of purposes, such as bookbinding, fancy articles, &c,
and also for putting finish on cloth, velvet, or satin ; but its
chief employment is as an insulating material, ca]>able of with-
standing high temperatures, and in this direction it is stated
to be invaluable to makers of electrical machinery and apparatus,
being largely used in dynamo, idternator, and transformer
construction, as well as for resistances. It is supplied by
the International Trading Company, of 35, Queen Victoria
Street, E.C.
The French Tax on Cycles, Motor-Cars, &c — According
to the latest French advices the Commission of the Chamber
charged to examine the new octroi law voted by the Senate has
adopted the recommendation intact. It thus would seem that
the tax, in spite of the protests that have been made against it,
will be doubled, viz., from 10 to 20 francs.
Referring to the article in our last number dealing with the
show of obsolete fire-engines that the Queen was graciously
pleased to inspect at Windsor recently, and in which the London
County Council was the principal exhibitor, we communicated
with the Chairman of the Fire Brigade Committee of the L.C.C.
suggesting an interview between a member of our technical staff
and the Chairman and Chief Officer of the Fire Brigade. We
were rather desirous of ascertaining what was being done in the
matter of automobilism by an " advanced " (tic) Municipality.
Knowing that the Fire Brigade is hopelessly behind the age
in every way, and that the L.C.C. has quite enough to contend
with in its Works Department and other scandals, we were not
at all surprised to receive the following letter : —
" Gentlemen, — In reply to your' letter of the 5th instant,
Colonel Rotton, the Chairman of the Fire Brigade Committee,
desires me to say that he is so busy just now, and will be for
some time to come, that he is unable to make an appointment
with regard to the matter to which you allude. — I am, gentle-
men, your obedient servant,
" C. J. Stewart, Clerk of the Council."
The Laundry Machinery Exhibition will be held at the
Agricultural Hall, Islington, from August 23rd to September 4th,
when there will also be a show of motor-cars.
Writiho from Paris, " Free Lance " says in the Irith Field: —
" In the morning I had a long ride in a motor-car in the Bois
de Boulogne, and a very enjoyable and successful trip it was,
the motor acting admirably, and the car being free from vibra-
tion and ill odours when in motion. It took four of us at a
pace and a distance that no two horses in the world could have
done without at least ruinous distress, but the motor-car never
turned a bolt. Motor-cars and motor-cycles were everywhere ;
if we saw one we saw 50. They were under perfect control,
and some looked quite handsome, it was a wonderful and rapid
improvement over the little collection of cumbersome vehicles I
saw hidden away in a dark corner of the first Paris cycle show."
We had no idea the Russians had got so far ahead of the
rest of the world in automobilism. According to the Hull
Eastern Morning Newt an interesting trial was made a few days
ago in Moscow with the motor-bicycle. Two hundred trained
motorists mounted on their metal steeds were pitted against a
body of Cossacks with picked horses. Their way led them over
a clayey track, which recent rains had rendered most soft and
slippery. The distance over which they had to ride was 200
versts, or about 120 miles. The Cossacks were allowed to
change their mounts at different points on the road. The result
of the experiment showed that the superiority of the horses on
an unfavourable ground went without saying, while on a
smooth hard track the balance was undeniably in favour of the
wheelmen. But surely a mere 200 trained motorists would
hardly enable the authorities to judge the capacity of motor-
bicycles for practical work. Now if it had been 200,000 there
might have been something in it.
In their half-yearly report the Directors of the Burnley and
District Tramways Company specially mention that the progress
in construction of motor-cars is being carefully watched, and
their use as auxiliaries to the tramway considered. This is
significant from the fact that this Company is a successful one,
and those controlling its affairs have always been ready to avail
themselves of every new idea likely to be of permanent advantage
to their shareholders and the inhabitants of their town.
At a well-attended meeting recently of the National Cyclists'
Union it was decided that no motor pacing be allowed in
amateur races.
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THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
423
The following amusing description of an "incident" of the
London streets is from the Daily Telegraph :— " Shortly after
7 o'clock a few nights back an exciting scene was witnessed in
Holborn, when a terrific combat took place between an old-
fashioned h oi-so aud a new f angled automobile velocipede, in
which the latter was vanquished. On the automobile were a
lady and gentleman, the former occupying the front seat.
While they were passing the end of Fetter Lane a horse and
van laden with chairs issued from the thoroughfare into Holborn,
and then the fight began. Somehow or other the automobile,
probably through, a hitch in the steering apparatus, got among
the horse's legs, and a smash promptly occurred. The lady
leapt from her place and escaped without a scratch, but the
gentleman fell on the roadway, and was within an ace of being
stamped with the hoofs of the horse, which reared and plunged
and kicked in a desperate manner. Fortunately, he rolled him-
self out of their reach and managed to regain his feet without
much injury beyond a severe shaking. In the meanwhile the
horse was prancing over the machine, which stood in danger of
irretrievable damage. A number of men seized the animal's
head and quieted it down, but it took them some time to
convince it that the unwarranted attack on its lettp by the
horseless vehicle was an accident and not a premeditated insult.
The automobile was carried away for repairs."
Two private members of the Paris Chamber of Deputies have
given notice that they will bring forward a proposal to con-
siderably increase the present customs duty on all cycles and
cycle parts as well as automotors and parts imported into
France. The proposal is to have a fixed duty on cycles of
600 francs per 100 kilo on the general tariff and 500 francs
per 100 kilo on the minimum tariff On automotors or detached
parts it is proposed to put a tax of 200 francs on the ordinary
tariff and 210 francs on the minimum tariff for automotors
under 200 kilos ; of 180 francs aud 150 francs for automotors
from 200 to 500 kilos ; of 120 francs and 100 francs for auto-
motors from 500 to 1,000 kilos, and of 60 francs and 50 francs
on automotors over 1,000 kilos.
The undertaking of the Shoreditch Vestry in establishing
combined electric lighting and dust destruction apparatus has
proved a complete success, for within 10 days of the opening
of the station the equivalent of 7,870 lamps (eight candle-power)
has been ordered. The applications in hand already include
one for charging- electric-cab motors to the extent, it is said,
of 200 horse-power. Under the new system, the destruction
cells fed with parish refuse, are providing the whole of the
steam required tor the plant installed without the use of coal.
We hear that the original intention of utilising the Serpollet
patents for tramway traction has been enlarged, and very
shortly there is likely to be an extension in the scheme for
utilising this special steam motor by the formation of a company
to make and supply Serpollet carriages forutse in England.
"No. 62," advertising in a contemporary, must either be
extremely simple or must be looking for one of the proverbial
fools, when he calmly advertises that he is prepared to sell 89
shares in the Great Horseless Carriage Company (Limited) for
£250 the lot, or £3 per share for a less number. Probably
" No. 62 " is not aware that the nominal quotation of these
shares in the open market is about 17*. 6d. per share, which no
doubt is again open to " negotiation," as the market term it,
which to those in the know has a very significant meaning.
" No. 38," immediately following, also seems to be dissatisfied
with his investment in the London Motor Van and Wagon
Company (Limited), as, although in his advertisement he holds
out as an inducement that his shares in this Company are
entitled to a preferential dividend of 6 per cent, as well as
participating in surplus profit, he is fully prepared to accept
£105 for 24 fully paid £5 shares, for an immediate sale.
'A«r extensive fire occurred in Paris early last Monday morn-
ing in the Epinettes quarter, by which the workshops of the
Co-operative Society of Carriage and Motor-Car Builders,
situated in the Rue Pouchet, were completely destroyed.
Besides this establishment, which belonged to one of the most
important workers' associations of Paris, the conflagration also
involved the adjacent Roger Motor Works, &c. The damage
done is estimated at the sum of £20,000, and only part of the
property destroyed is ensured. Two young workmen, who were
arrested on account of their suspicious behaviour, declared first
of all that they were both employed at Roger's Factory, but
afterwards admitted that only one of them was a workman, the
second having no employment. The genuine employe1 explained
that he wished to give his comrade a ride on an autocar, and as
the door of the works was open and. the establishment was not
watched at night, the two entered the building without
difficulty. In looking for a lamp, however, they accidentally
set the place on fire.
»
Recently a Mr. Guattari was gazetted bankrupt. Mr. Carlo
Guattari, engineer to the New Motive Power Syndicate, is
desirous that he should not be confused with his bankrupt
namesake, and whilst confirming this, Mr. G. G. Belcher, the
promoter of the N. M. P. Syndicate, we are glad to hear,
states that the Syndicate not only obtained its capital, the
shares being taken up by a large body of subscribers, but that
it is proposed to invite the Press, in the course of two or three
months, to a public demonstration of the advantages of the new
motive power over any other hitherto introduced.
Replying to several enquiries, we understand that the action
on behalf of some of the shareholders in the British Motor
Syndicate is progressing as rapidly as the slowness of the law
will permit, and that the case will in due course be set down for
hearing.
♦
The meetings of the Institute of British Carriage Manu-
facturers will be held at Southampton, at the Town Hall, on
September 7th, 8th, aud 9th.
We observe that The Road is indulging in self-congratulation
upon the return of what it is pleased to call the " old coaching
days." Then follows a good deal of gush about the " dear old
coach," with its "four spanking tits." We have done some
coaching in our time in Australia and New Zealand, but strictly
as a traveller, and of all the experiences by land and water that
we have had, a long coach drive over a dusty track with a
southerly " buster " blowing is about the most unpleasant in
the shape of travelling. Of course as a pastime coaching is to
be encouraged, as it is a sensible one, in that it gives pleasure
and employment to others, and, moreover, develops certain
mental qualifications in the drivers of great use. Any sport
which brings out nerve and plu:k, coolness in danger, is to be
commended, and so far we wish to encourage coaching, but as
for sighing for the return of the "old coaching days" we
emphatically do not.
. ♦
It was hardly to be expected that the motor-car competition
at the Crystal Palace could be an unqualified success under
any circumstances as the industry is a new one. One would
think, however, that a coaching competition could be arranged
without the slightest difficulty, as coaches abound, and as for
horses, do not our roads reek with their stench ? According
to The Road there lias been a coaching competition at the
Crystal Palace, but it was an awful frost. The public did
not attend, and the person who got up the show acted as
judge, with the result that envy, hatred, malice, and all
uiicharitableuess prevailed among the coachees. So much for
this attempt to revive the "good old coaching days."
N£w» denna tidskrift "The Automotor and Horseless
Vehicle Journal " nar ni tillskrifver anhonsorerne.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[July, 1897.
DOINGS OF PUBLIC COMPANIES.
West's Patent Tyre-Setter Company (Limited) has been ,
registered in Australia with a capital of £12,500 iu £1 shares.
In a carefully- prepared summary of the half-year's new
Companies which appears in the Westminster Gazette, out of a
total of 77 millions sterling nominal capital, cycles are repre-
sented by 6$ millions, and Motor Companies by £550,000.
Referring to the Motor and Cycle Company of Ireland,
recently launched under the auspices of Mr. Pennington,
a correspondent in the Dublin Herald writes : "We were
promised a very important addition to the few manufacturing
industries in the possession of this old city of ours. Three
months ago we were informed of the arrival at the North
Wall of the tools, machineiy, &c, and, of course, our hesrts
lieat in high expectation at the prospect of seeing 2,000 " hands "
employed in the gigantic concerns ; but, alas ! our hearts sank
within us at the long delay, until about six weeks ago we uoticed
in the pa]>era that a field of some 30 acres had been acquired in the
vicinity of Ringsend, that a temporary steel structure was to
be run up in the go-ahead American style while the permanent
brick building was to be built outside it. I was looking at
the field of the 30 acres a day or two ago, and could see neither a
square yard of steel nor a brick on it." After the statements
wnich appeared during the inception of the Company it behoves
Mr. Pennington and the directors to see that no unnecessary
delay arises in fulfilling the advantages then promised.
Great Horseless Carriage Company.
In regard to the resignation of the Earl of Winch ilsea as
chairman of the above Company, the following correspondence
has been sent by the noble Earl for publication : —
To F. Crisp, Esq., Messrs. Ashurst, Morris, Crisp, and Co.,
17, Throgniorton Avenue, E.C.
Dear Mr. Crisp, — I am very sorry to have to ask you to
forward the enclosed letter, resigning my position as director of
the Great Horseless Carriage Company, to the Board. I feel
sure that it would be very desirable, if it could be arranged,
that my brother, Stormont Finch Hatton, should take my place
as chairman of the Board, and I think, if the Board agreed with
me in wishing it, and he felt satisfied on looking into the matter
that he could undertake it, that he would do so.
Will you, therefore, kindly place this letter, together with
that containing my resignation, before the directors 1 — Yours
very truly,
(Signed) Winciiilsea.
57, Warwick Square, S.W.,
April 29th, 1897.
To the Board of Directors of the Great Horseless Carriage
Company.
Gentlemen, — I believe you are aware that about three months
ago, as the result of overwork, my health suddenly broke down,
and Sir William Broadbent, who was summoned to Hastings to
see me, ordered me at once to go to the Riviera. If I did not at
that time send in my resignation it was partly because I was
quite unable then and for many weeks afterwards to deal with
matters of business in any way, and partly because, I indulged
the reasonable hope that when T came back to England I should
be able to resume my duties. But Sir William, who has now
seen me again, is unfortunately of opinion that I am not in a fit
state of health to undertake any responsible work. In fact, his
orders are peremptory that I must at once and permanently
very considerably reduce the number of my public duties, and
refrain for a period of at least six months from work of any kind.
Under these circumstances, I have no option but to ask you
to accept my resignation of the position I have the honour to
hold as a director of the Company. — Yours very truly,
(Signed) Winchilska.
Nuneham Park, Abingdon,
April 28th, 1897.
The Right Hon. Earl of Winchilsea, Nnneham Park, Abingdon.
My Lord, — Your letter, dated Aprih 28th, received through
Messrs. Ashurst, Morris, Crisp, and Co., was duly read at a
Board meeting of this Company held on Friday last, and I am
instructed to inform you that the directors exceedingly regret
to receive your resignation as chairman and director of rhis
Company, and they also deplore the cause tint has necessitated
you to do this.
The matter of a future chairman was discussed, and it was
decided to defer same for the present— I am, your Lordship's
obedient servant.
(Signed) Chas. Osborn, Secretary.
40, Holborn Viaduct, London, E.C.,
May 17th, 1897.
The Electrical Power Storage Company (Limited).
Mr. J. Irving Courtenay presided at the meeting of this
Company held last week, and said the free balance amounted to
£4,485 5»., out of which the directors recommended a dividend
of 5 per cent., carrying forward £242 0*. 2</. The buildings,
plant, and tools generally were never in so good condition as
they were to-day, and they had spent on their maintenance,
renewal, and repair during the last year £2,048 15*. 2d., and in
addition they had expended £526 11« 9rf. on new plant. The
number of plates sold during the year showed a marked advance
on the sales of any previous year, thus indicating to some extent
the importance of the goodwill of the Company's business. The
new Faure-King accumulator was receiving the favourable con-
sideration of a large number of buyers, and they had on hand,
among numerous other orders, mar.y important orders for these
batteries for motor-car propulsion. This latter business, of
which a good deal has been expected during the last two or
three years, does not at present show much actual progress, but
they would be interested to learn that the electrically-propelled
dog-cart built by the Electric Construction Company, exhibited
at the Crystal Palace, and which received the special commen-
dation of the judges in The Engineer competition, was equipped
with a Faure-King battery capable of running the vehicle
25 miles, a figure which represents working at twice the
discharge rates given in their price list. This was a very
hopeful departure, because the battery could be kept charged
and properly maintained as new for. a much less sum than it
costs to fodder and attend to a horse.
After a few remarks, during which the chairman said the
maintenance was paid out of revenue, the rep3rt was adopted
and a dividend of 5 per cent, declared.
New Issues.
Fur the Month ending Ju'y 13M.
Tubes, American (Limited). — Capital £400,000 in £1 shares.
Present issue 340,000 shares. Established to acquire the whole
of the stock or share capital of the Ellwood Weldlew Tube
Company, of the city of Ellwood, Pennsylvania (who are
entitled "to Stiefels United States patent), and of the American
Weldless Steel Tube Company, of Toledo, Ohio. The assets of
the Ellwood Weldless Tube Company include the whole of the
stock or share capital of the Greenville Tube Company, of
Greenville, Pennsylvania, which is thus brought withiu the
combination. The* prospectus states that the works are valued
with freehold lands, railway sidings, stock, &c, at £166,741.
The profits of the Ellwood Company are certified to have been.
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425
at the rate of £41,550 per annum for 18 months to May 1st, and
that the other concerns liad been too recently established to
provide any account of the Company's trading. Purchase price
£i89,675, of which the vendors take £144,837 in shares, and
from the present issue about £40,000 will, it is estimated, be
available for extensions and working capital.
New Companies Registered.
[Under this heading we give a full list of new Companies regis-
tered which take power to make, deal, or become interested in
any manner in antomotor vehicles. We shall be pleased to
reply with detailed particulars to inquiries through the
" Answers to Correspondents " column. All communications
should be addressed to the Editor. The only stipulation
which we make is that where the inquiry involves a search
of the records at Somerset House — as in the case »f informa-
tion on the subject of the holdings of shareholders — a postal
order must be enclosed to. cover the Government stamp of one
shilling which is charged before a search is allowed to be mode.]
Adelong Consolidated Gold Mines, Ld. (6 & 7, Queen
St. Place, E.C.)
Anderson Electrical Traction Syndicate, Ld
Bagshawes, Ld. (159, Queen Victoria St, E.C.)
Beard's Cycle Fittings, Ld. (Frederick St., Wolver-
hampton) ._
Broughton Copper Co.. Ld. (Manchester)
Brown Bros., Ld. (25, Sic., Gt. Eastern St., E.)
Cash Cycle Co , Ld. (18, New Cannon St., Manchester)
Cycles and Automobiles Michaux, Ld.
New Defiance Cycle Co., Ld
New Eadie Manufacturing Co., Ld. (Redditch)
Peerless Metal and Martino, Ld. (38, Princip St.,
Birmingham)
Pore Acetylene Gas & Carbide Co., Ld.
Safety Motor Syndicate, Ld. (49a, Lincoln's Inn
Fields, W.C.)
Tubes (America), Ld
Waterson Machine Fittings Co., Ld. (55, New St.,
Aston, Birmingham)
William Forbes, Ld. (224, Byres Rd., Glasgow)
Woodward Electrical Storage Battery Co., Ld.
*^MMAMMM*«MM^^*^M**W
Capital.
£125,000
5,000
120,000
20,000
238,000
250,000
5,000
100,000
5,0Ol)
160,000
150,000
120,000
1,500
400,000
2,000
5,001)
00,000
LITERATURE RELATING TO AUT0M0BILISM.
[iV.B. — Publisher* will please state price of books sent for Review.]
"The Law of Motor-Cars, Hackney, and other Carriages." By
G. A. Bonner, Esq., B.A., Barrister-at-Law. (London":
Stevens and Sons (Limited), 1 897.) Price Is. Hd.
It is a noteworthy sign of our civilisation that the legal
liability of every person is now easily determined. Much
ingenious artifice is occasionally displayed to evade the law, bnt
ultimately the latter proves too strong, and the elastic phrase,
" within the meaning of the Act," or that other, " the evident
intention of the Legislature," is made to cover every case that
can arise. Another noteworthy sign too is the anticipatory
character of much modern legislation. We not only deal with
facts as they are, but as they may be modified by fresh discovery.
The law relating to motor-care well illustrates both these
tendencies. It is also not less indicative of the age we live in
that no one can really plead ignorance of the law, because no
sooner is a new law placed upon the statute book than there is
almost simultaneously produced a large quantity of literature,
technical and popular, which expounds and explains the subject
so that those concerned can ascertain their legal liability with
little cost or trouble. Although the use of automotors has been
sanctioned for hut little more than half a year, the legal
literature relating to automotors is already prettv extensive,
ranging from the Handbook which explains the Act in a popular
manner to the professional text-book written for lawyers. Of
the latter character is the work before us, which forms an
epitome of the whole law relating to vehicles. It is rather too
generally assumed that the Legislature has treated automotor
vehicles in an exceptional manner, but, as the author points out,
the bulk of the law applicable to thein is equally applicable to
vehicles of other classes. The law relating to vehicles, including
locomotives and other automotors, is contained in nearly sixty
statutes, without including regulations made by local authority,
police, &c. Surely this mass of legal enactments could well be
consolidated and simplified. The first chapter discusses " Light
Locomotives on Highways," and the author's explanatory com-
ments on the various clauses are of considerable interest and
value ; thus, while sinoke or visible vapour are forbidden, the
Act is silent as to the emission of noxious or offensive fumes or
vapours, and the conclusion seems to be that it is illegal to emit
smoke uuless accidentally, but a perfectly legitimate thing to
emit an offensive vapour ; but here again, as the author explains
in another place, an offensive smell may constitute a nuisance.
The great difference betweeu a light locomotive and an ordinary
locomotive on a highway in a legal sense is that the former
must be under three tons in weight unladen, and not used for
the purpose of drawing more than one vehicle (such vehicle,
with its locomotive, not to exceed in weight, unladen, four tons),
and so constructed that no smoke or visible vapour is emitted
therefrom except from any temporary or accidental cause.
The three conditions as to power (mechanical), weight, and
non-emission of smoke, constitute a light locomotive. If any
one be unfulfilled the machine ceases to be a light locomotive,
and comes within the Acts regulating ordinary locomotives.
A light locomotive is also a " carriage " within the meaning of
any Act of Parliament.
Although by Sec. 4 of the Act a speed of 14 miles is per-
mitted, it is as well to remind our readers that by the Regula-
tions of the Local Government Board the outside speed of any
light locomotive is 12 miles per hour. The speed permitted to
the various classes of vehicles ujmn highways is embodied in
the following table : —
Light Locomotives Unladen —
Under \\ tons. Speed not to exceed 12 miles per hour.
,,•2 „ but over H. Speed not to exceed 8 miles per
hour.
„ 3 ,, „ 2. Speed not to exceed 5 miles per
hour.
When Drawing a Vehicle —
Under any circumstances not to exceed 6 miles per hour.
Locomotives (other than Light) —
Under any circumstances not to exceed 4 miles per hour.
Passing through any city, town, or village, not to exceed
2 miles per hour.
The Petroleum Acts are then fully discussed. It is perhaps
not generally known that, for the purpose of a light locomotive,
the owner must either store oil in accordance with the provisions
of the Petroleum Acts (i.e., in pursuance of a licence), or he may
keep it without a licence in pursuance of Regulations made by
the Home Office. Chapter II discusses the Law relating to
Hackney Carriages; under which category are included bicycles,
tricycles, &c. This is succeeded by an ably written chapter on
Negligence, which will repay careful reading. A similar remark
applies to the chapter on Nuisances. The work covers the whole
law relating to vehicles of all descriptions. It is one that, while
undoubtedly destined to rank as a leading work on the law of
vehicles, may yet be consulted with advantage by the ordinaiv
layman. Mr. Bonner writes well and explicitly, and we con-
gratulate him on producing the best work on the subject that
has so far appeared.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[July, 1897.
INTERVIEWS WITH LEADING AUTOMOTOR
ENGINEERS.
Mr. Anthony G. New and Mr. E. Mann.
business director, a post he still holds, and so far the association
of Mr. New and Mr. Mann has been satisfactory to themselves
and their clients.
Ever since the Locomotives on Highways Act was projected
the firm of New and Mayne have been carefully studying the
possibilities of horseless traction. Wisely, they have not
attempted to proceed without seeing how far purely theoretical
Hatiicm wmilH have tn lie mnrlifieri ltv practical experience, and
oking for a long time past,
in that town, "something
a very small second-class
ark : " Oh, it's only one of
New and Mavne's ex-
Mk. Anthony O. New.
nectert with horseless
traction. His opinions,
therefore, will be read
with interest by the automotor community.
Mr. New is also a director of the I.E.S. and other electrical
companies, and hag the pioud distinction of being among the
tirst pioneers of the motor-car movement to be fined for running
a motor vehicle without a licence.
All technical matters come before Mr. New, who usually is to
l>e found at Woking. The commercial department is managed by
Mr. E. Maun, who was born in 1855 anil was educated at Paris
and Rugby. He has had a large commercial training, having
filled various important commercial positions in the Brazils, \
West Africa, &c, with conspicuous success. Returning to
England in 1H8!» he "went in" for electrical engineering — that
is in its commercial as|x'i-ts, and several enterprises owe not a
little of their success to his administrative ability. On the
formation of the firm of New and Mayne he became the
penmen ts.
Messrs.
New and
Mayne's London offices
are situated in Bridge
Street, Westminster,
London, opposite the
House of Commons.
From the windows of
the first floor is obtained
>f the
ilenti-
with
- pro-
other
The
works and factories of
the firm are, however,
at Woking, and they
have branches in the
principal provincial
cities. Central station
work is their special
industry, and in this
connection Woking fur-
nishes a good example
of successful lighting.
Woking depends upon
two great industries —
the creation and dis-
posal of motors. The
one is the final disposal
in the earth of human
motors from which all
the energy has been
exhausted, and the other
is the production of
mechanical motors which
derive their energy,
whether in the form of
cral or petroleum, also
from the earth. Wok-
ing is not, however,
proud as might be
thought, but is merely,
in a modest way, a
very up-to-date town.
It will not only literally "undertake" one according to the
most approved methods, but it will also undertake to show
you the latest thing in automobilism. Mr. New, who resides
in Woking among his workpeople, has not, we believe, any
connection with the " other " industry, but is very much
concerned with the decidedly more vital question of auto-
mobilism. Unlike so many people who, because they own a
gee-gee or can drive a trap, think themselves competent to
express an opinion — usually of no value — upon horseless traction,
Mr. New has taken up the subject in a purely scientific manner,
with of course an intention of obtaining commercial advantage.
Knowing what is being at present done in the automotor
industry, and knowing what Messrs. New and Mayne were
doing, we solicited permission to subject the members of the
firm to a species of inquisition. Not only did we visit Woking
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and saw what work was being carried on, but a representative of
the A ctomotor lay in wait at the London offices of the firm and
seized his victims as they were emerging from a board meeting,
and refused to release them until they had answered the
following questions : —
"About how many hands are employed by you in the actual
manufacture of motors, storage cells, and other appliances
strictly intended for motor-cars ? "
"We are at the present time employing about 80 hands in
the manufacture of motors, electric accumulators, and other
appliances for motor-cars."
to persons withi atence to mechanical know-
ledge, would no cle require a skilled driver ? "
" We have no able to turn out automotor
vehicles which any mechanical knowledge
whatever in th< lat any man can pick up in a
week."
" What would be the weekly wage of a competent driver of
an automotor ? "
"There is no reason why competent drivers for horseless
vehicles should not be obtained at the same rates as are paid
to ordinary carmen, cab drivers, &c."
" What is the average amount of weekly wages paid these " Suppose I want a motor-car to ; say, for
hands?" * . . . „._..__^ i a draper
" We are paying £140
per week in wages for
motor-car work alone."
" Have you completed
any orders for auto-
motors ? "
" We have not yet
completed any orders."
" Have vou anv orders
on hand ?""
" We have orders on
hand aud have had to
refuse many, as we
could not guarantee de-
livery soon enough for
the requirements of the
present season. There
will be no difficulty,
however, in picking up
these orders again for
next season."
"You have spent a
good deal of money in
experimenting, have you
not I "
" We have spent large
sums of money in ex-
perimenting?"
" Do you, as the result
of your costly experi-
ments, think that the
automotor industry is
worth following up 1
For instance, do you
think that it would pay
firms of established re-
pute to go into the
manufacture of auto-
motor ears / "'
" We are absolutely
of the opinion that the
automotor industry has
come to stay, and we
think it will be not
only to the interest of
established firms of re-
pute to go into the busii
necessary for them to do si
have spent a good deal of
out commercially successfu
" What special points a
differentiate the applicatio
sav, road locomotives, la
kc.V
" There is a difference b
horseless vehicles and for 1
propulsion, inasmuch as in
necessary to provide mean
tn be done by suspension s
much as possible from the
"At present a horse-dra
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[July, 1897.
purpose for which it is iu tended. We deprecate the use of
light oil at all, on account of its volatile and inflammable
properties and the consequent danger of explosious, and also
:uj light oils, such as benzoline or petrol, cost considerably more
than petroleum aud are not readily obtainable, on account of
the restriction against storage of same and the small quantities
in which they are allowed to be sold retail, besides which the
power obtainable is less in a given quantity. Heavy oil or
peiroleum for use, either as fuel for an oil-engine or as fuel for
the boiler of the steam system, should be the most useful fuel
in conjunction with the new industry. The new high-speed
oil-engines, by reason of their light weight and the small space
they occupy, are very well adapted for road traction, but as,
to work economically, it is advisable to have a constant load,
and as also there are inconveniences attended with the stopping
of a carriage driven by an oil-motor without stopping the motor,
we suggest that in conjunction with the oil-motor there should
be used a small dynamo and alight battery of electric accumulators.
The accumulators when charged serve to drive the dynamo as
a motor to start the oil- engine, and when its proper speed is
attained the motor overcomes the resistance of the batteries
and puts a small current into them while the engine is running.
If the full power of the motor is being used, say, for going up
a hill, no current would be going into the batteries, but running
down hill, or wheu the carriage is stationary, the available
power would be charging the accumulators reidy for when they
were wanted, either for starting or assisting the motor again,
or for lighting the lamps of the vehicle. The steam system
mentioned above using petroleum for fuel for the boiler can be
made absolutely automatic, so that the steam pressure in the
boiler regulates not only the amount of fuel used, but also the
feed of water to the boiler, and of course in a steam system
the varying power required is provided for by more or less
steam being used, as the case may be. With* regard to the
electric propulsion of vehicles, there is a large 'field for this,
using electric motor and accumulators, but these should be used
only in paved streets, or where the roads are thoroughly well
macadamized aud the gradients small ; and as accumulators
require careful attention to keep them iu good condition, we
only recommend their use where there are a number of vehicles
used by one firm, as the wages of a man capable of looking after
a set of accumulators used for traction would be excessive,
whereas the same man would look after 20 or 30 sets, and his
wages distributed over these would be a small item in the total
maintenance."
" Suppose I own an electric motor-car for trade purposes, say,
»s before a grocer ; I occupy large premises in, say, Oxford
Street or Whiteehapel. I supply customers withiu a radius of
four miles. What facilities should I have for recharging I"
" A tradesman owning an electric motor-car for trade pur-
poses would have to consider the question of where he could
get his accumulators re-charged. In those parts of London, for
instance, covered by companies who supply direct current, he
would have no difficulty in charging his accumulators in his
own yard, and by having a duplicate set of accumulators, so
that one set could be on charge while the others were in use,
he cjuld arrange very reasonable terms with the Supply Com-
pany for charging in the day time. In those areas which are
supplied by the Alternating Current Companies, there would be
the difficulty of having to send his accumulators to the supply
station to be charged. This, of course, applies to other large
towns which have only the alternating current available. They
have direct current in use at their generating stations for
exciting their alternators but do not transmit direct current
to their customers therefore, anyone having batteries to charge
must send them to the station."
'■ What is the lea-it cost of E. energy par unit = 1 kilowatt !"
" With regard to cost of supplying energy for charging the
accumulators for motor-car work, we understand that arrange-
ments have bjen made witbsom^of the large Supply Companies
in London to supply current to the London Electrical Cab
Comp my for their vehicles at ratjs which average out at not
exceeding l|cZ. per unit."
"Can you compare the relative weight aud efficiencies of,
say, a two-horse van carrying 1J tons, and an electric motor-
van carrying the same weight? (N.B. — In all cases the
weight of the horses is to be added to the weight of the van.) "
"Although it is an extremely difficult matter to give a
general idea of the comparative weights and efficiencies of
automatically-propelled vehicles of different kinds, our opinion
is that considering a van for carrying 1 J tons of goods, such as is
now drawn by two horses, the weight of the van itself if motor
driven would be about 30 per cent, heavier than the horse-
drawn one, and the weight of machinery would be approxi-
mately as follows : — Steam or oil, 5 cwt. ; oil and electric
combined, 10 cwt. ; and electric (accumulator for short
i'ourneys), 20 cwt. We do not consider that the weight of the
lorses should be considered in this comparison."
" You have no doubt seen the statement of The Engineer to
the effect that at present there is no ' really satisfactory motor.'
Is there in your opinion a 'really satisfactory1 mangle, sewing
machine, battleship, lifeboat ; or do you know of auything,
any machine, institution, or anything human at all which it
' really satisfactory ' ; because, if you do, I don't, and our
readers, like me, simply pine after anything ' really satis-
factory ' ? ''
" We do not think that the statement made by The Engineer
' that there is at present no really satisfactory motor for horseless
vehicle traction ' is fair. It is very difficult to say what is a
really satisfactory anything. Constant improvements are
being made in steam-engines, sewing machines, laundry
machinery, iu the management of institutions, aud, in fact, in
everything you can think of, and if the public is to wait to use
an article until it is so satisfactory that no improvements can be
made, all industries would soon be at a standstill."
" Having so far disposed of the automotor car, I would like
you to tell me something about another branch of automobilism
in which I believe you are interested — I refer to your rudder-
motor. So far, I have seen this applied with advantage to
small river boats. Can it be used for canal propulsion ? Say,
for instance, I have a lighter that will lift 60 tons D.W., can
I employ your rudder-motor ? "
" Our rudder-motor has so far only been used for propelling
small craft, the largest being two horse-power machines, and
these are suitable for propelling ships' pinnaces capable of
holding about 20 people, and will propel them from five to six
miles an hour, but there is no reason why they should not be
used of larger size for purposes of canal or river work. Lighter-
men, who practically control the river and canal transport,
would save a large sum in wages if their barges were electrically
propelled by means of the rudder-motor and batteries, as they
would dispense with the necessity for tugs, which means not
only the outlay for the tug, but also the constant expense of
engine-room hauds."
•' What do you think is the future of canal traffic I Will
horses be superseded by automotors ? "
" There is no doubt that the time is coming very near when
the use of horses for canal traffic will be abandoned and
mechanically-propelled canal boats will supersede them."
" One more question, aud this infliction ceases. Is there
an automotor industry in this country ? The Engineer says
there is not, and our readers want to know. We also want
to know, because we can't very well continue to enlighten
the public about an industry which does not exist I
myself am under the impression that there is a large number
of firms, including your own, who manufacture motors as a
relaxation, or from a philanthropic desire to keep the hands on,
or even as earnest seekers after engineering truth ! "
"That there is an automotor industry in this country is
undoubted. Large sums of money have been spent in acquiring
patents. A great deal of experimental work has been done and
costly machinery put down for the production of motor vehicles.
There has, however, not been time since the law which
prevented the use of motor-cars in the United Kingdom was .
repealed to show anything substantial in the way of results.
Several well-known and old-established firms are working on
steam carriages ; others on oil motor vehicles, Ignite a number
again are working on electrically-propelled vehicles, and we
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tHE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
-k><>
expect shortly to see 40 or 50 electric cabs running in
London."
" I need hardly sty that oar readers will be deeply interested
in your replies. This interview will do much to restore public
confidence in the future of the automotor vehicle."
CORRESPONDENCE
*«* We do not hold oursfhes responsible for opinions expressed by
our Correspondents.
*#* The name and address of th' writer (not necessarily for publica-
tion) MUST in all crises accompany letters intended for insertion
or containing queries.
A MOTOR-CAR DESIGN.
To the Editor of The Automotor and Horseless Vehicle
Journal.
•Sir, — I have designed a steam motor-cycle, which I purpose
constructing for experimental purposes. I should esteem it a
favour if you will give me your opinion as to the relative pro-
portions I have decided on for the engine and boiler. The cycle
lias three wheels, and is to carry two persons, to attain a speed
of 12 miles per hour, and to use petroleum as fuel ; the weight,
with fuel and water, approximately 2j to 3 cwt.
(1) The engine I propose to have 2 horse-power; cylinders,
2j inches bore, by 2^ inches stroke ; steam pressure, 150 lbs. ;
revolutions, 500 |>er minute. Is this engine powerful enough ?
(2) The boiler I propose to be of the flash type, the tubes to
be j{ inch bore by J inch outside diameter. Is this proportion of
bore to outside diameter suitable for this class of boiler ?
(3) The boiler has been designed to give a total heating
surface of 5 square feet, and a grate area of J square foot. Are
these sufficient for the duty required '(
If you consider any of the points of the design faulty, I shall
be much obliged if you would suggest where they should be
altered.— Yours faithfully, " R. F.
[ (1) The power, about 48 B.H.P., would be ample. (2) To
obtain the full advantage of the principle of the flashing steam
boiler your tubes should be very much thicker. (3) Heating
surface U too small ; we suggest at least 2 square feet per
I.H.P. We could hardly criticise the design without seeing the
. plans. Iu the Automotor Diart you will see a list of firms
who supply motor-car accessories," or see the letter in this
number from the London Motor-Car Works. — Ed.]
"HORSELESS CARRIAGES " — SOMETHING
DIFFERENT WANTED.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir,— Pending the production of an engine suitable for road
locomotion (is it to be the steam turbine I), a few remarks as to
the general form of self-propelled vehicles may not be out of
place. The designer of such a vehicle appears to imagine that
all that he has to do is to take an ordinary carriage, remove the
horse and shafts, and attach his more or less impracticable
engine to the rear wheels. The result, in almost every case so
far, has been a vehicle of grotesque appearance, and this not
only from the absence of the accustomed horne, but from its
obvious uusuitableiiess to the new conditions. Iu ahorse-drawn
carriage the small steering wheels are, to a certain extent, lifted
over obstructions by the horse, and the jolting due to their
small size moderated somewhat, but when the force is applied
from behind, and the steeling wheels driven dead against every
obstruction, the effect is very different. It seems to me, there-
fore, that our plan should be to make the steering wheels /«,-,/.■,
as iu the American buggy, or the more familiar coal-cart, designs
adapted respectively for rough roads and heavy weights. It is
not of much use to have large driving wheels if the steering
wheels are small, and for the new conditions these latter should
be enlarged even if this involves raising that portion of the
floor of the vehicle that is over them. Another point; — Cnder
the new and horseless conditions, should the steering wheels be
leading or trailing, in front or in rear ? Here, again, we must
uot be prejudiced by custom, but should consider whether the
driving wheels should push or pull the steerers. My own
opinion is that they should puH, as they do in Mr. Thornyeroft's
steam van, the chief reason, perhaps, being that the more
lightly-weighted steering wheels, by following the drivers, will
fiud the way prepared for them, so to speak. In many cases it
might be advantageous to place the driver's seat over the steer-
ing wheels at the back, but where this cannot be done the
steering may be readily effected from the front by means of
rods. For very heavy traffic it would probably be advantageous
to have tiro pairs of driving wheels in front coupled together as
in a locomotive, the tendency to sink in soft ground being
diminished by distribution of the weight This well-known
principle does not seem so far to have been applied to road
traffic at all. — I am, &e., A. J. Allen.
London Institution, Finsbury Circus, E.C., June 2,7th.
[We hope to discuss the technical point raised by our corre-
spondent in a future number. In the meantime we may say
that in our opinion designers will not greatly err in imitating
advanced locomotive practice. — Ed.]
THE ARNOLD CAR.
To the Editor of The Automotor and Horseless Veuiclk
Journal.
Dear Sir, — In lookiug through the June number of Auto-
motor, on p. 350, you say : "The next motor (Fig. 15, p. 35(>)
is entered by Mr. Cornell. Owing to our inability to obtain
drawings, or even much information concerning it, we must be
coiiteut with the briefest description. We understand that
light oil is employed iu an ordinary Otto cycle engine having
electric spark ignition. Neither this motor nor its performance
call for any special notice."
As the above is likely to convey a false impression, may 1
ask you, iu fairness, to say that this little carriage was running
at Margate a year ago for three weeks? I then drove it (with
my wife) from Margate to Southampton and back in A ugust
last. It was then driven in Southampton in September. I
also drove it from Tonbridge to London, November 13th, and
thence to Brighton on the memorable 14th, arriving at Hotel
Metropole at 6 o'clock.
I have driven the little Arnold "Sociable" nearly 3,0<K>
miles, and have been delayed only once, through exhaust-valve
choking ; that is now corrected by substituting non-corrosive
metal. With regard to drawings, I have them now before me,
and also a letter to the following effect :-—
" The Engineer.
" 33," Norfolk Street, Strand,
" June 17, 1807.
" Dear Sir, — In reply to your letter of yesterday's date I
shall have much pleasure in returning your drawings, and also
your entrance fee of £1, to which you are entitled as actually
competing.
" I need uot tell you how much T regret the ciicumstauces
which left you alone in vour class. — Yours faithfully,
" S. White."
I was at Th». Eiitjinier competition, quite prepared to st.-irt
on the journey to Birmingham, having driven the car over the
same ground three weeks previously, and could have done the
distance comfortably in 32, instead of the 52 hours' time
allowed.
Since then Mr. CV'les (its present owner) hits driven it in
London and other places continuously with perfect success.
1 should have been too pleased to have furnished any infor-
mation, but it has already been well described in En;//ii/-
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[July, 1997
Mechanic, Scientific American, &c, of which I enclose reprints.
It is surprising how the motor-car proper has been misrepre-
sented. As it has taken 60 years to evolutionise the perambu-
lator, why should we look for showers of motor-cars ? — Yours
faithfully, A. Cornell.
Tonbridge.
[We willingly publish the above letter, but do not see our
way to modify the statement complained of as we are still
without any technical knowledge of the Arnold Car. We ga»e
a photograph of it in our last number, this, however, merely
couveys an impression of its external appearance. The reprints
mentioned do not furnish the information we want. If oar
correspondent will supply us with working drawings, official
tests, &c, we shall be glad to publish them. Exact technical
information is what we desire to supply our readers with. — Ed.]
read in your last issue, leads me to suggest the possibility of
developing the petroleum car without danger and odour —
through the medium of your publication. In this matter of
| safety in the use of petroleum as fuel, and paraffin as an
| illuminant, my researches encourage me to say that such is
i absolutely possible.— Yours faithfully,
C. E. Parker Rhodes.
July 8th.
[We shall be glad to have particulars of our corres|>oiident'.s
plans. We quite agree that it is possible to eliminate all danger
from the use of petroleum. — Ed.]
THE LATE MR. LAVINGTON E. FLETCHER.
WANTED— A MOTOR-OF-ALL-WORK.
To the Editor of The Automotok and Horseless Vehicle
Journal.
•Sir, — I intend to take up an agency for motor-cars for this
district as I am in the" same line myself here on a small scale. I
think for all that has been said against them there is some in
the market that would do — but I want your advice as to what
you think is the best oil-uiotor in the market. What I want is
a motor-car to carry five cwt and to carry two persons beside,
and the oil-engine to be used when at home for driving purposes,
such as a small dynamo for electric lighting. By inserting answer
in your next issue I will feel obliged. Do you consider the
Pennington motor up to date ? I see they are making a lot of
it in Dublin. — Yours respectfully, Motor.
[We could not undertake to advise as to the " best " oil-motor.
Your better plan would be to state your requirements to a
consulting engineer who makes motor-cars a speciality {tee the
Actomotor Diary). We do not think it would be feasible to
employ the oil-motor to drive a dynamo in the way suggested,
as a heavy fly-wheel would be necessary, besides the base of a
van would hardly make a sufficiently rigid foundation. You
would find the light so produced very unsteady. At the same
time it would be quite possible to design a motor-car so that
when idle the motor could be used to drive those machines in
which a regular turning moment is not important. The Pen-
nington motor is unquestionably " up to date " in the sense that
it develops a relatively large power on a small weight of engine.
It is successfully employed in driving very light vehicles, but
we have not heard of its application to ordinary tradesmen's
vans. — Ed.]
PARTS FOR AUTOMOTORS.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Dear Sir, — We should like to mention that we have laid down
a plant of the highest order for the especial purpose of manu-
facturing all the ball-bearings, axles, hubs, and controlling gears
for motor-cars, and should be pleased to receive correspondence
relating to this work. — Yours faithfully,
The London Motor-Car Works Co. (Ltd.).
Albert Mills, Beavor Lane,
Hammersmith, London, W.
[The above letter no doubt is in reply to " Patentee's " letter
in our June issue. — Ed.]
THE PETROLEUM CAR.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — The Select Committee of the House of Commons meets
to-day at 3 p.m. to consider further proceedings in respect
of the dangers of petroleum and lamps. The fiasco of The
Engineer Exhibition and of the automotor-car in general, as I
We regret to record the decease of one of the early- pioneers of
the automotor in Great Britain, and who iu his later years was
one of the most advanced and scientific engineers of the day.
Mr. Fletcher was best known to the present generation as the
engineer-in-chief of the Manchester Steam Users' Association.
Indeed, the extraordinarily high position and authority that
this body — a private corporation — occupies and wields is
due almost entirely to the engineering skill of Mr. Fletcher.
For anyone to question the dicta or practice of the Manchester
Steam Users' Association is to say that the person is a greater
authority than Mr. Fletcher, or that he has much to learn.
Mr. Fletcher was perhaps the greatest authority in his time
on boiler construction and management, and Lancashire,
especially, owes much to him. Mr. Fletcher was born in 1821,
so he had lived beyond the usual three score and ten, and to
few of ua is it given to lead a life more full of usefulness to
our fellow men than that led by Mr. Fletcher. He commenced
life as a railway engineer, but obtained a successful practice
as a consulting engineer in other industries, notably paper and
biscuit making. He at this time, circa 1842, investigated the
problems of horseless traction, and designed and had built in
Reading, at a cost of between £300 and £400, a road locomotive,
weighing complete with fuel and water, about 18 cwt., main-
taining a speed of 12 to 20 miles an hour, and taking 8 to 10
passengers up a hill of 1 in 12 at 12 miles an hour, working
pressure 360 lbs. per square inch. This information is furnished
by Mr. J. Spencer, of Manchester, who steered the carriage for
a long period, and assisted as an engineer apprentice in its
construction. From 1846 to 1850 he was engaged under Mr.
J. K. Brunei, C.E., chief engineer to the South Wales Railway.
In January, 1861, Mr. Fletcher was appointed chief engineer
to the Association for the Prevention of Steam Boiler Explosions,
now known as the Manchester Steam Users' Association. With
this organisation he was engaged up till the date of his death,
so that he had been connected with it for the long period of
36 years. It is almost impossible to over-estimate, savs
E'ligineeritig, the great influence he, as the chief organiser,
exerted on legislation relating to steam boilers and machinery.
At the time of his death he was engaged in furthering the Bill
introduced into the House of Commons by Sir William Honlds-
worth, which seeks to secure the periodical inspection and
certification of practically every steam boiler in the kingdom.
Mr. Fletcher wasa member of the Institution of Civil Engineers
and of the Institution of Mechanical Engineers. Before the
latter Institution he read, in May, 1876, a valuable paper on
"The Lancashire Boiler: Its Construction, Equipment, and
Setting."
Motor-Car Exhibition at Harrogate. — On Saturday last the
Yorkshire Motor-Car Company, of Bradford, opened, at the
Spa, Harrogate, a seven days' exhibition of motor-cars and
motettes, which proved of considerable interest. The horseless
carriages were shown under the direction of Mr. J. E. Tuke
and an assistant, and trial runs are being made each afternoon
( and evening.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
431
NAUTICAL AUTOMOBILISM.
The Hydraulic Steam Lifeboat "Queen."
♦
In this jubilee year when we are all metaphorically patting
each other on the back and congratulating ourselves on our
wonderful " progress " it probably occurs to very few to con-
sider how very slow that progress is. Take, for instance, life-
hence the risk to vessels of fouling their propeller when
going alongside is extremely remote. Indeed, small screw
tugs and trawlers habitually are on the look out for
wrecks with an eye to possible salvage, and it is very rarely that
they receive damage to their propellers either from wreckage or
fishing nets. There is thus then no valid reason for the reten-
tion of such an inefficient system of propulsion as the hydraulic
system. On the other hand, this system is particularly liable to
break down from causes which would be absolutely harmless to
a screw propeller. Thus small pieces of wood which would be
brushed aside by a screw are drawn into the hydraulic turbine
\ \
Fig. 1. — Thornycboft's Hyduaumi' Steam Lifeboat (Longitudinal Section).
boats. Practical steam navigation is about 70 years old, aud
the first steam lifeboat was built seven years ago. Some very
hard things have been said about the Royal National Lifeboat
Institution recently, and one of the most damaging indictments
against it is that it has done absolutely nothing to solve the
problem of small craft automobilism but has clung to the
archaic system of rowing, and even in its adoption of steam the
system of propulsion selected is the least efficient known. The
reason for the preference of the hydraulic system of propulsion
to ordinary screw propulsion is that in the former there are no
external propellers to be fouled or damaged by wreckage. This
and break the impeller. Several instances of this have occurred
with these hydraulic lifeboats. Moreover, if there is one class
of operation in which fouling would be attended with the
gravest consequences it is in submarine mining, but neither
the War Office nor Admiralty will entertain the idea of hydraulic
propulsion. In fact, very high authority has condemned it for
lifeboats. Notwithstanding the many objections to the hydraulic
system, the Royal National Lifeboat Institution adheres to it —
why, it would be difficult to say- -aud hence gives occasion for
critics of the Institution to complain that the money of the
charitable is not laid out in the best and most efficient manner.
Fig. 2. — Thobxyoroft's Hydraulic Steam Lifkboat (Deck Plan).
advantage is, however, very far fetched. In the days of the old
wooden sailing ship, masts, spars, &c, were of wood. Rigging
was of rope, and hence when the vessel was stranded she
(|iiickly broke up and became a mass of floating wreckage.
Nowadays the majority of vessels are of iron or steel as arc
their ma.sU, yards, &c, and even when the latter are of wood
the rigging is of iron wire and chain, aud when these vessels
get ashore they rarely break up but have to be blown to pieces
by explosives, and if their masts do carry away the amount of
metal attached makes the wreckage sink alongside and
The vessel we are about to describe and illustrate is named the
" Queen." She has been built by the eminent firm of Messrs.
Thornycroft and Co., of Chiswick, whose name is sufficient
guarantee to the public that materials and workmanship are of
the highest possible <piality. Messrs. Thornycroft are, however,
not responsible for the design aud system of propulsion, this
eniaualing from the Royal National Lifeboat Institution. In
view of our remarks this point must be carefully borne in mind.
Indeed, we may go so far as to say that Messrs. Thornycroft
favour the turbine propeller system of propulsion — a very
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THE AlftOMOTOR AND HORSELESS VEHICLE JOURNAL.
[JCXY, 1887.
different thing to the hydraulic system, and which they suc-
cessfully designed and applied to a torpedo-boat some years ago.
The "Queen" is 55 feet long, beam at water-line, 13 feet
6 inches ; beam on deck, 16 feet ; depth moulded, 5 feet 6 inches.
Load draught with all stores, 4 tons of coal, water tanks full,
and 3!> passengers and crew, 3 feet 3 inches, at which draught
the displacement is 31 tons. The hall and framiiig are of the
best mild steel. In the arrangement of the plating and framing
everything has been done to obtain the greatest longitudinal
strength. In view of the short steep seas through which the
" Queen " will have to steam this is very necessary. Thus the
frames are connected by diagonal braces, and the butts of the
steel plating are double, and in some places treble riveted, even
the longitudinal seam) being double riveted. The hull is further
tied and strengthened by numerous transverse bulkheads. The
system of construction is, indeed, in some respects superior to
that followed in the first-class torpedo citehers. The sub-
division is very perfect, there being 18 separate compartments.
Above the water-line the hull is sponsoned out increasing the
beam on deck to 16 feet, including a belt of American elm
carried right round, aud which is 6 inches in depth. The
general design and arrangement will be seen by the accompany-
ing drawings. The upper extremities of the vessel are plated
over so as to form turtle backs. Midships the deck is raised
about a foot leaving a gangway at the sides, this gives good
consist of a pair of compound surface condensing engines, having
cylinders 8£ inches by 14 inches diameter, by 12 inches stroke.
As will be seen, the cylinders are placed on their sides, the L.P.
below and inclined to each other ; the piston roils are coupled
direct to the pump spindle by connecting rode. Ordinary
link reversing and valve gear is fitted. The weight of
the impeller and any downward thrust is supported by a
thrust bearing on the upper end of the pump spindle, to
which is also attached a pair of feed and bilge pumps. The
machinery is characterised by simplicity and strength ; there
is nothing complicated. All bearing surfaces are large and
great attention has been paid to the lubrication. There is
a somewhat lavish use made of gun-metal, the pump-chamber
and eduction pipes being entirely of this metal. The discharge
valves are actuated by rods and bevel glaring, which terminate
in two hand-wheels placed outside ana abaft the engine-room
after bulkhead in the cockpit, immediately facing the coxswain,
who thus can manipulate them and steer at the same time.
Steam is supplied from a Thornycrof t water-tube boiler placed
in a separate stokehole, and which can be made air and water
tight. The boiler has 1 1 j square feet of grate area, and 610 square
feet of heating surface. The normal steam pressure is 140 lbs.
per square inch. Under ordinary conditions natural draught
will be used, but when steaming in heavy weather or when
towing forced draught will be employed, a small steam fan in
Fig. 3. — Thoknyoboft's Hvdraclic Steam Lifeboat (Hold Plan).
head room in the boiler and engine rooms/ Abaft the engine
room is a large cockpit, the deck of which being above the mean
water-line, any water which may be shipped easily runs out
through the self-freeing valves. The end compartments form
buoyancy chambers. In the matters of stability and reserve
buoyancy the " Queen " is all that can be desired and is prac-
tically unsinkable and uncapsizable.
The hydraulic system of propulsion may not be known to all
our readers, and a few words describing it will not be out of
place. About the centre of the boat, and close to the bottom,
is a centrifugal pump, 2 feet 6 inches in diameter, placed on its
side. An inlet scoop in the bottom of the boat is formed by
recessing the hull, as shown in Fig. 1, so as to permit a free
How of water to the pump. To the pump casing on each
side (see Fig. 3) are two eduction pipes fitted with valves and
leading to the side of the vessel. By changing the direction of
the discharge by means of these valves the water pumped in is
discharged either ahead or astern on each side, and it is the
reaction which forms the propulsive energy. Thus, to go ahead
the water is discharged aft, and vice veraA. Similarly, by dis-
charging aft on one side and discharging forward on the other
the boat is turned. The ease of manipulation is, perhaps, the
only really good feature of the hydraulic system. It is not
necessary to reverse the engine, which always runs in one
direction, and the valves are under the control of the coxswain.
As will be seen, the spindle of pump is inclined so as to rake
aft ; this is for the pur|>ose of permitting a more uninterrupted
tlow of water to the impeller. The engines driving this pump
the engine-room easily maintaining 3 inches of water pressure
The fuel will be coal, there being a bunker capacity of four tous,
but Holden's Liquid Fuel Burner has also been fitted. Believers
as we are in petroleum, we nevertheless question the advisability
of using liquid fuel for lifebbats. The reason for its employment
is, we understand, the difficulty of firing with coal in a heavy-
seaway.
Feed water and oil are carried in tanks. The condenser is of
brass and of the ordinary'torpedo boat type, and is worked by
air and circulating pumps, driven off the L.P. tail piston rod.
There is also a steam motor driving a small warping capstan on
the foqpcastle head.
In every respect, save that of the system of propulsion, the
" Queen " is a beautiful vessel. The workmanship is of the best
possible description, and all the details have been most carefully
and ably worked out. Indeed, we cannot but ask, Is it really
necessary to adopt such high-class and costly workmanship,
when the same end could be attained by a cheaper system of
construction !
The cost of this vessel cannot be less than £5,000, or £170
per tou of displacement, or, assuming her gross tonnage to be
21 tons, her cost is £25u per ton, a price absolutely unpre-
cedented in all our experience even of palatial yachts for
millionaires.
The "Queen :' has not yet been under steam, but as she is an
almost exact duplicate in every respect of the " President Van
Heel," a lifeboat built by Messrs. Thornycroft for the Dutch
Government, the results obtained in the latter will be approxi-
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THE AUTOMOTOB AND HORSELESS VEHICLE JOURNAL.
433
mately those that may be anticipated for the former. With a
steam pressure of 140 lbs. the engines made 450 revs, per
minute, giving a mean speed of 9'3 knots with 250 I.H.P.,
this gives the Admiralty coefficient of performance as being 32.
In boats of this size it should be not less than 100, or in other
words the efficiency of the steam hydraulic lifeboat is only
about one- third of what it should be.
A POEM.
My bicycle, my bicycle,
That stande*t Mly by,
With silvered spokes, and plated bubs,
And gear extremely high.
No more shall 1 a-scorchfiitf bend
Above thy handle-bar.
Farewell, farewell, my bicycle,—
I've got a motor-car.
My bicycle, my bicycle.
By light of sun or lamp
We ve covered many thousand miles.
We've sped through dry and damp ;
But never more at dawn or eve
Slialt 1 thy tyres inflate :
The times are clianged, my bicycle, —
Tbou art not up-to-date.
They tempted me, my bicycle.
Jay swift and silent steed,
With tales about a new machine
That goes at lightning speed ;
And still serenely shall I go
Careering through the land,
Though thou art sold, my bicycle,
A bargain, second-hand.
My bicycle, mv bicycle,
fwill be no longer mine
To chase the flying pedals round,
No more I'll curve my spine ;
But sitting Idly at my ease,
I'll travel with the best,
For I shall turn a handle, and
The car will do the rest.
My bicycle, my bicycle,
It makes me smile with glee
To think how often we have made
The slow pedestrian flee.
With sudden swop we've come full
Upon him from afar ; [speed
111 do the same, my bicycle,
Aboard my motor-car.
Farewell, farewell, my bicycle ;
Where flies the wayside dust
I'll haply chance to pass thee by
(Unless my boilers bust) ;
For wheresoever on the road
I Journey, near or far,
It's my intent to make things hum
With my new motor-car.
ON A MOTOR-CAR.
Northampton to London— Experiences of Two
Ladies.
The first long-distance motor-car trip undertaken by ladies
was accomplished last week by two women journalists —
Mrs. Sutherland Morris, a writer, and Miss Amy Stewart, an
artist, members of the staff of the Gentlewoman. Accompanied
by Mr. Hawtrey, an expert on motor matters, they left
Northampton at half-past twelve on a rather nicely-designed
Daimler car, and, with a rest of an hour and a half at Dunstable
for refreshments, reached the Gentlewoman offices in Aruudel
Street, Strand, at eight o'clock, having covered the 76 miles
with only six hours' actual travelling.
Neither of the ladies had ridden upon a motor-car before, and
both were extremely nervous at starting, Mrs. Sutherland
Morris so much so that she made her will and left it at home
with General Morris lest she might never return ! But after
they had travelled a little distance and discovered how easy the
machine was to steer they became enthusiastic, and they reached
town so fresh that it was evident they had thoroughly enjoyed
their experience. At the offices tbey were welcomed back by
Mr. J. T. Wood, the editor, and Mr. A. J. Warden, the manager,
and also by a Morning Leader reporter. Our representative
learned from Mrs. Sutherland Morris that down to Baker Street
they came along splendidly. There had never been any
appearance of a mishap, and the machinery had given no trouble.
As their time made an average of nearly 13 miles an hour they
must have sped along some whiles, for in Baker Street, Park
Lane, Piccadilly, Charing Cross, and the Strand, they could get
The 'motor-car has a beauty of its own, "indefinite, unspeak-
able, and distinctly precious," as Bunthorne would say. That
prosaic and practical paper, the Hardware Trade Journal, has
recognised this, and publishes the following effusion, which,
at any rate, is just as good as the best of the late Jubilee odes,
not forgetting that of the Poet Laureate : —
along but slowly, and had several stoppages in the dense traffic
among the decorations.
Incidents were Numerous.
One of the fir3t things they did was to break up a cricket
match. As the car passed the whole of the players left the
wicket and rushed to the hedge to watch them. Several drivers
paid them much attention in the form of such requests for
information as " Where have you left yer blooming horses '! " or
by recommendations to them to " Hang on to your horses' tail,
miss." At the hotel at Dunstable the ostler caused them much
amusement by his surprise at receiving the customary tip, just
as if he had " baited and brushed down." But one of the
oddest incidents of all was caused by a man who had been sleep-
ing on the grass beside the road. Suddenly waking up and
catching sight of a smart carriage dashing along without horses,
he began to gesticulate wildly, and cry out as if in danger,
apparently being under the impression that he " had got 'em
again." — Jforniny Leider.
THE DAIMLER MOTOR COMPANY'S
" WAYZEGOOSE."
The Daimler Motor Company, who are the first motor-car firm
to inaugurate a periodical outing, have just held their first
annual " wayzegoose," the place selected being Strat ford-on -
Avon. Over 180 of the employees took part in the excursion,
which was conveyed to its destination by 20 vehicles, including
three motor-cars of the Company's manufacture, whilst a neat
launch, driven by a four H.P. Daimler motor, was available for
trips on the river. The management of the affair was in the
hands of a committee, consisting of Messrs. C. Bennyworth,
C. Hatfield, R. Potter, W. Perkins, G. Needle, J. Simpson
J. Blot, H. Needham, and P. J. Buddery, the latter making an
excellent and most efficient hon. sec. and treasurer. After
a substantial dinner a series of races were run off, the
prizes in the evening being distributed by Mr. H. Sturmey,
the acting chairman of the Company, after which he made
a brief address to the men, calling their attention to the
fact that they were engaged in the establishment of a
new industry, and impressing upon all the fact that much
of the future both of the industry and of the Company depended,
upon the good work done by each individual member of
the staff. He assured them they had the finest factory and
plant of machine tools for the manufacture of automotors not
only in this country, but the world, and he hoped each one
would make it a personal matter to see that his work was
worthy of the machinery, the firm, and himself. Up to now,
he told them, the Company had spent over £50,000 u|>on the
fitting up of the factory, and the payment of their wages up to
the point, and had as yet only received a few hundreds of it
back, so they would see that up to the present they had had
very much the best end of the stick. Of course, in the end
the Company were hoping they, too, would get some of the good
end, and he hoped all who were now enjoying the sweets would
do their level best to the end that the Company got its share
when the proper time came. If all worked with a will, and
with one object in view, viz., the credit of the Company and its
productions, he had no doubt that ere another wayzegoose came
round there would be a very much larger number of workers
to participate, and he assured the men it would not be the
fault of the directors if there were not 500 men employed instead
of 250 as now. After the usual vote of thanks, &c, the com-
pany returned home in every way satisfied with their day's
eujoyment.
***W**W»l»*l*»*Wtl»»»WW»**<"W%^%*
TnE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL DlARY
contains over 100 pages of information. Price (jd. ; post free,
"id., of Messrs. F. King and Co., 62, St. Martin's Lane, Loudon,
W.C. See it for the Regulations respecting Automotoi -Car-
riages and the Carriage of Petroleum.
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THE AtJTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jolt, 1837.
THE ROOTS OIL MOTOR AND MOTOR-
CAR (LIMITED).
Under the above title a Company has been registered with a
capital of £30,000 in £1 shares, for the purpose of manufac-
turing all kinds of carnages, cabs, omnibuses, and other
vehicles for private and public traffic, propelled by oil-motors,
and to purchase and carry on the business of Messrs. Roots and
Venables, of 100, Westminster Bridge Road, London, and also
deal with the valuable inventions of Mr. J. D. Roots and his
firm, together with 12 patents for the United Kingdom for oil-
engines, motors, &c, and 10 foreign patents connected there-
with. According to the prospectus the Company also acquire
all the licenses which have so far been granted under the Roots
patents, lease and goodwill of the business and premises, plant,
tools, machinery, &c, connected with the business now carried
on by Messrs. Roots and Venables. Amongst those who are
already manufacturing, or hold licenses to manufacture from
the firm, are Messrs. vosper and Co., of Portsmouth ; Clark's
Crank and Forge Company (Limited), of Lincoln; Bryan, Donkin,
and Co. (Limited), of Bermondsey, S.E. ; and amongst those
who have applied for licenses to manufacture may be men-
tioned Mr. Walter, of the Timet; the Central Engineering
Works (Limited), of York ; Mr. James Davis, Queen Street
Iron Foundry, Wednesbury ; and Messrs. Michael Tod and
Son, of Devon Engine Works, Dunfermline. The estimated
profits are moderately put down at £ 11,200 gross, giving a nett
income of £9,210. Messrs. Roots and Venables' work has now
stood the test of long trials, aud they are at the present moment
contractors to Her Majesty's Government, and have received
numerous orders from the Indian and Colonial Governments,
London, Brighton, and South Coast Railway Company, Liver-
pool Corporation Waterworks, &c. It is claimed that the
Roots patents are master or pioneer patents for the system of
vaporisation and feeding of oil, the essential points in an oil-
motor, aud the vendors believe that theirs is the only prac-
tical vehicle motor which runs with ordinary petroleum or
paraffin. A very important point is that Messrs. Roots and
Venables are in communication with the North Metropolitan
Tramways Company regarding the fitting of n motor to their
tramcars, which, if successful, would be fitted to all their
tramcars.
The prospectus sets out very fully all the patents, trade
marks, &c, which the new Company acquires, and a strong
certificate as to the validity of the Roots patents is given by
Mr. Lewis Edmunds, Q.C. The Board of Directors consists
of practical men, who have earned au enviable notoriety for
good business methods, and applicants for shares should note
that no promotion money has or will be paid, and that there
will be £12,500 available for working capital. The list of
applications for the present issue (which is at la. per share
premium) will open on Tuesday, the 20th July, and will close
on or before Friday, 23rd July. Prospectuses can be obtained
by addressing the Secretary, at the offices of the Company,
100, Westminster Bridge Road, London. Fuller particulars
will be found in our advertisement columns.
The Paris-Dieppe Automotor Race. — This event, which is
attracting considerable attention, comes off on the 24th inst,
too late for detailed notice in our present number. It is being
conducted under the auspices of the Automobile Club of France,
which is equivalent to saying that the most distinguished
Fiench engineers are taking part in it The municipUity of
Dieppe is doing everything to ensure success, and the proceed-
ings will be further enlivened by a banquet and ball Special
trains will convey visitors from distant points. . There will be
four classes of vehicles— motor-cycles, weighing less than
200 kilos, automotor cars for two persons, automotor cars for
more than cwo persons, and automotor cars carrying not less
than six persons. The conditions of the contest seem to us to
be very fair and equable, while the prizes are numerous,
ranging from gold medals and 1,000 francs to 250 francs and
objfete d'art.
NEW INVENTIONS.
Claiming pirticularly to apply directly or indirectly to Motor
Vehicles, S(c.
Compiled fof'THH AtrroKotoE and Houseless Vihiom Jooasii,"
by Hbbbebt Haddan and Co., Registered Patent Agents, of
18, Buckingham Street, Strand, W.C., London.
*»* At the request of a number of subscribers toe are pleased to t
announce that for the future we have arranged to more thoroughly
cover the field of completed Patents referrinj to the Motor-Car
Industry, by reproducing the latest Specifications^and Diagrams.
Patents Applied For.
Abbreviations .- Impts., Improvements in ; Eel g., Relating to.
1897.
une 1.
13,476.
.. 1.
13,500.
., 2-
13,610.
„ 3.
13,734.
.. 4.
13,791.
.. 8.
13,942.
., 8.
13,998.
,. 8.
14,039.
,. 9.
14.055.
„ 11.
14,204.
„ 11.
14.255.
., 12.
14,300.
„ 15.
14,520.
„ 17.
14,730.
,, 19.
14,873.
„ 18.
1 1,910.
,. 21.
14,963.
„ 26.
15,337.
„ 26.
15,341.
„ 2«.
15,360.
„ 28.
16,403.
„ 29.
15,450.
„ 29.
15,471.
„ 30.
15,600.
„ 30.
15,626.
G. Scattergood. Chains for motor-care and cycles.
K. H. Griffiths. Impts. manufacture of handles.
H. H. Lakb (La Societe Hiazt, Guisti. and Co.). Motottcar
for propelling vehicles.
W. H. Lake (La Societe Mlatl, Guisti, and Co.). Explosion
entwine for propulsion of vehicles.
D. Clark. Impts. driving gear.
Simpson, Bodman, and Simpson. Steam generators for
motor vehicles.
G. J3. Whitney. Impts. gear cases.
W. Patterson. Impts. trolley aod motor-car fenders.
G. Stuesser. Impts. In driving gear.
J. Gray. - Securing tyre lnflatore to motor-cars, 4c
Ad. Common. Impts. relg. power-driven vehicles.
Lord Ker and J. H. Gowkr. Locking devices. (H. M.
Hart, U.S.A.)
H. H. Leigh. Impts. electric and other autocars.
F. H. Seddon. Speed, time and distance indicators.
T. Fitzpatrick. Seats for road vehicles, Ac.
H. W. Headland. Impts. electric motors.
E. Hoegerstaat. Iinpts. trolleys for electrically-propelled
cars.
Turkeu. and The Coventry Motor (Ltd.). Speed con-
trolling governors for motors.
E. Wkllums. Impts. motors for road vehicles.
D. Martvn. Looomotor-car.
J. Edr. Internal combustion engine.
E. Taylor. Impts. driving chains.
A. P. Dodge. Iinpts. steam motive power engines.
J. HEKBaRT. Impts. driving mechanism.
J. Clements. Signalling apparatus for motor-cars, Ac.
Specifications Published.
9,151. Motor-Driven Vehicles. John Bradley Oarse, 64 and
66, Wabash Avenue, OhicagxJ, Illinois. April 30t.li, 1896.
Relates to the construction of the engine cylinders, two of which
are made out of one piece of cylindrical tubing by splitting said
tubing longitudinally for a suitable distance at the centre, and then
opening out the split part until it is more or less fiat. An opening is
cut in the flattened part of the tubing and in it is a suitable bearing
to receive the crank-shaft. The two ends of the tubing whiA remain
intact form the cylinders proper, which are rigidly connected by the
flattened part of the tubing, which flattened part may also serve con-
veniently for attaching the cylinders to the vehicle frame. Tho two
connecting-rods of these cylinders work on the same crank-pin.
As applied to a tramcar or similar vehicle, four cylinders are
formed in two pairs in the manner above described, and attached to.
the under frame of the veh'cle between the axles and coupled to the
same crank shaft, which is arranged centrally between the cylinders.
From this shaft motion is imparted to either or both of the axles of
the vehicle by chain gearing for example. Suitable clutches are
provided for connecting and disconnecting the engine from the axles
of the vehicle, so that it is not necessary to stop the .engine in order
to stop the vehicle. Also two speed gears, one for high speeds, and
one for slow speeds. One of these may be conveniently connected to
the front axle and the other to the rear axle of the vehicle.
Another improvement relates to the connecting rods arranged to
drive on to the same crank-pin. The outer end of one of the said
rods is provided with a long bush that prjjscts literally for a suffi-
cient distance. to receive and form a bearing for the outer end of the'
other connecting rod. In this way the wear on the orank-pin is
evenly distributed.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
435
6,086. Gaa and Oil Bnjrines. Jfiohael Oarmlohaal Dunsmore,
4, Olebe Creacent, Stirling-. March 8th, 1897.
This invention has reference to and comprises improvement* in the
construction or arrangement and combination of the part* of gas-
engines, and in the construction or arrangement of the firing
appliances, some of the essentials of which improvements are also
applicable to oil-engines of the same class, whereby a motor stroke
will be delivered at every revolution of the crank, with a rapid motion
of the piston at the point of greatest expansion and a steady working
of the engine be effected.
Figs. 1 and 2 are respectively a sectional elevation, and a plan of
a horizontal gas-engine constructed in accordance with these improve-
ments without showing the firing appliance.
Referring to these figures : — The cylinder, A, is formed as shown
with the front part, A', of a less diameter and having the ordinary
jacketting space all round fitted with inlet, A*, and outlet. A*, shown
in the drawings for circulation of water therein to keep it cool. As
shown the piston, B, is close ended and is formed with a trunk, B1, of
» diameter to fit the reduced front part, A1, of cylinder, A, and fitted
with packing rings, B', within which is joined the connecting rod,
E, to the crank, E1, A4 being an orifice for lubricating the trunk.
&<<*<?&<&
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no. i.
formed in the base of the engine frame divided by a partition, D', and
fitted with an undulating series of tubes, tP, through which the
compressed mixed gases oirculate on their way to the cylinder by the
continuation of the undulating tubes, iP, and this pipe is provided
with a non-return valve and stop-cock. Though this storage chamber
is shown formod in the base of the engine it may be located other- .
wise and may have more than one series of tubes, or compartments,
or other arrangements may be used instead of tubes, or where it is
not desired to use the exhaust for heating a single storing vessel may
be used.
A valve chest, F, is fitted on the cylinder and within which work
the gas inlet valve, F1, as shown, or whicli may be double ported, and
the exhaust valve, F*, actuated as to be described from the shaft, Gt,
which receives its motion direct from the crank shaft of engine and
makes one revolution for each revolution of same. The duration of
opening of the valve, F1, being regulated by the breadth of the kicker,
Gr.at the point brought into contact with the antifriction roller on the
lev6r, f*, the sleeve, CM, being acted on by the governor, If, by means
of any ordinary forked lever arrangement not shown in the drawings.
The end of the sleeve is left plain so that, in the event of the load
going suddenly off the engine the sloeve would be moved so far that
the lever roller would run freely on this plain part and the valve, F',
would remain shut. A piston valve, F\ of larger area than the valve,
F1, or it might be a corrugated diaphragm, is fitted on the valve
spindle, /', to close the valve, F', when the pressure of the lever,
/*, is removed. A flap valve may be employed either in front or
behind the concentrio rings to prevent the back flow of burnt gases,
By this construction an annular space, a, is formed around the
trunk, B1, into which mixed air and gas is drawn during the instroke
of the piston from the duplex inlet valve, C, through the port
indicated at a' to be compressed during the outstroke of the piston.
During the instroke the piston, B, the suction within the annular
■pace, a, causes the valve to rise so as to allow, gas from the gas-pipe
fitted with a stop-cock or valve to pass through ports, and air from
openings in calculated proportions to be drawn within the annular
compressing space, a, through a passage and port. On the outstroke
of the piston the mixture is compressed, and passing back by the port
and passage shuts the valve and raising another valre passes to the
storing chamber by the pipe, d. As danger of overpressure within
the storing chamber, D, might arise, a check or governing piston
valve is provided, regulated by a spring or a corrugated diaphragm
may be used instead, which moves when tile pressure rises to a
predetermined amount and by its spindle acting on one arm of a bell
crank lever causes its other arm to press upon a link and so prevent
the valve from rising to admit gas and air. Instead of being allowed
to work automatically the valve may be opened and closed by a lever
placed transversely under the cylinder, A, and operated by a cam on
the shaft. Gt, acting on one end, the other end being connected to the
valve spindle by a link. The gas and air passes from the annular
compressing space, a, by the pipe, d, fitted with a two-way cook or
valve, rf1, to the storing ohamber, D, whioh is preferably as shown
or the concentric rings if made in two divisions, the lower one loose
on the spindle, may act as a valve, one set of rings being made to
coincide with the openings between the others so that when forced
together by an explosion the passage of gas would be stopped.
Instead of concentric rings a series of flat bars packed or bolted
together and resting in a square seat within the valve chest and kept
at a small distance apart by projections may be used, or a series of
flat ringB may be used packed one above the other and separated by
small pins or projections to allow the mixed gases to pass through
from the outer annular space to the interior of the valre chest above
the valve, F1, otherwise the gas may be led to the interior of the
rings, and through them to the exterior and down through the valve,
which may be double ported.
The spent gases or exhaust pass from the cylinder by the port, A',
through the valve, F*, and pipe, F', to the interior of the storing
chamber. 1>, to heat the mixed gases in the pipes, d1, finally passing
out at 1)'. The exhaust valve, F1, is opened at the proper time by
fie forked end of the bell crank lever,/*, pressing the valve spindle
upwards when its other end, furnished with an antifriction roller, is
acted upon by the cam, (H, on the shift, G-. When so desired the
exhaust pi|>e may have an outlet to atmosphere fitU-d wit It stop cock
or valve, so that the whole or part of the exhaust mny be discharged
without entering the stjring chamber to heat the gases. If desired
air only may be compressed and stored, and a separate gas pump be
used to supply compressed gas to mix with compressed and heated
air behind the piston.
Fig. 4 is an elevation of a gas igniting appliance which may be
used with the engino ; this igniting appliance may be screwed into
the valre chest, F. In this arrangement tho igniter, J, is formed as
Digitized by
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436
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Juinr, 189*.
a close chamber and is supplied through the pipe, J', fitted with a
stop cock with the compressed mixture of gas and air from the storage
tubes, cP, which parses into the interior through a fine orifice, a
small bull acting as a valve to prevent the gases at explosion passing
down the pipe, J1. A plunger, formed at its inner end as a valve,
working gas tight within a cylinder formed on side of the igniting
chamber, J, when moved outwards by the action of the forked end of
the bell crank lever, L, on the spindle against the power of the spring,
opens the communication between the cylinder and the igniting; dame
by ports, while at the same moment communication with the
atmosphere by the port, J3, is closed. Within the igniter, J, mantles
of wire gauze may be fitted to retain heat sufficient, to relight the gas
jet after such explosion if necessary, or a small jet may be kept
burning at mouth of port, J3. The movement of the plunger is
effected by means at the angled projection, M', on the lower arm
of the bell crank lover, M, jointed to the end of the rod, m, and fitted
with reaction spring, mi4, and stop, m'. This rod is jointed to the
lever, f, and on this lever being releasod to allow the gas valve, F1,
Fig. 1, to close it draws up the rod, nt.and bell crank lever, M, which
engages with the bell crank lever. L, and moves the plunger outwards.
When the arm of the lever. M, conies against the stop, M*, it is
oscillated to release the lever, L, when the plunger is driven inwards
by the force of a spring to close communication with the cylinder.
14,829. Vaporising Arrangements for Oil or Inflammable
Vapour Engines. Walter Bowbotham, 27, ViUoria Street,
Birmingham. July 4th, 1806.
This invention relates to oil or inflammable vapour engines in
which the engine is started when cold by means of a vaporiser, which
vaporiser is electrically heated as described in the Specification of
Letiers Patent No. 22,793 of 1895,
In the use of such vaporisers it is found that if a ourrent sufficient
to heat when the engine is cold is kept on during the succeeding
explosion, then the electrically-heated body is liable to become
incandescent, and the oil, instead of being vaporised, is ignited at
once, and even in some oases the wire may become so highly heated
as to fuse.
The object of my present invention is to so regulate the electrical
current applied to the vaporisers as to supply sufficient heat for the
required purpose when the engine is cold, while automatically varying
to reduce the current passed when the engine becomes hot.
case to be strong enough to render the vaporising body or any part of
it incandescent.
It is obvious that after the first few explosions the heat generated
will be such that if the current is not reduoed the electrical
vaporising body will become incandescent, and cause the hydrocarbon
or spirit to fire before it is vaporised.
A modified form is also described.
9,671. Steam, Oas, and Other Engines. Count Charles
Francois Gaston Louis Prosper de Ghasseloup-Laubat,
51, Avenue Kleber, Paris, Prance. Date claimed October
31st. 1895. Date of Application (in United Kingdom), May 5th,
1896.
This invention relates to an engine or motor in which on the one
hand the stresses and reactions upon the frame and the driving shaft,
and on the other hand the inertia of the moving parts are balanced.
The improved engine or motor comprises : —
A cylinder, B, open at its two ends and containing two pistons.
P1, P* j one of which, P;, is of annular shape and slides between the
cylinder, B, and the sleeve or trunk carried by the other piston, P1.
Referring to the figure, to the ends of the pistons, B, B, are
nttiiched projecting fingers or rods, b, b, which rods, at or about the
end of each piston's stroke (as in the position shown in the figure),
make contact with a centrally-situated insulated rod, M, such contact
completing the circuit through the battery. D (or other source of
electricil supply), and the wires, E, 1C, of t ie vaporising hotly, and.
by he.iting up the wires ami surfaces, puts that body in a stale fit for
vaporisi.ig. When the eneine starts, the movement of the pistons,
B, l>, make and break contact with the insulated ro!l, M. at o-icii
reciprocation, and thus as the speed increases the time during which
the current, flows through the vaporising wires, K, E, diminishes. As
the speed of the engine ine;en«es the current passing thus decreases,
anil the heat added b.v the explosions succeeding each other takes the
place of the heat at first generated by a powrrful electric current.
By this device the temper u'ure of tho vaporiser wires or vaporiser
boily is kept sufficiently low to avoid ignition of the oil wben it is
injected on the vaporiser, and also, of course, sufficiently low to
secure the wires from any danger of fusion.
. When starting tho engine, the maximum current is needed to
electric illy heat the vaporising body, but ttc said current is in no
The pressure is exerted in the chamber or space, C, between the
two pistons, P1, P:, which are thus driven in opposite directions.
For this purpose an opening. A, which serves both fort! e admission
and for the exhaust, is provided in that pari of the cylinder, B, which
corresponds to the chamber, C.
The piston, P1, with sleeve carries one connecting rod, L1, and the
annular piston, P*, carries two oonnecting rods, L3, L„ coupled to
cranks arranged at opposite centres to the crank of the other piston.
The connecting rods are enclosed in a cylindrical box, H, whioh is
fixed to the extremity of the cylinder, B, and closed at its free
extremity by the bottom, J.
This box, H, is provided with an orifice, T, placing the interior of
the box in constant communication with the atmosphere.
The total weights of each system (piston and connecting rods) are
the same. It is evident that, under these conditions, the oylinder and
frame do not undergo any reaotion.
The bearings of the crank shaft are subject to a slight reaction only
resulting from the non-parallelism of the connecting rods.
A modification is also described and illustrated.
11,068. Motor-cars. Autooars, etc Ernest John Clubbs and
Alfred William Southey, 16, Elm Street, Gray's Inn
Boad, London, and The Blectrlo Motive Power Company
(Limited), of 8, Baiters' Hall Court, Cannon Street,
London. May 21st, 1896.
This invention has ' reference to motor-cars or automotors and
launches, and it consists in the combination in such cars or motors
or launches of an oil or other internal o inibustion engine, a dynamo
electric machine which acts alternatively as a motor and as a generator
of electricity, a set of secondary or storage colls, and a switch, ov
switches preferably, actuated automatically by a governor o.'
governors. The secondary or storage cells, which have been initially
charged, are adapted to supply a current for the ignition of the
explosivo charge, and also for vaporising the oil where such is used
and also t> supply the current to stare tho dynamo machine as u
motor, together with the oil or other internal combustion engine.
The carriago may be started simultaneously with the engine, or as
soon as tie latter has att lined a certain speed. When the engine
begins to run at full Rpeed. a ceutrifugal or other suitable governor
actuates a reversing switch, so that the dynamo machine, instead of
acting as a motor, generates a current which recharges the storage
cells. The lever used to start the carriage operates, in the lirst
instance, to switch the current from the storage cells to the motor,
the current being subsequently automatically changed in direction,
S3 that tho cells may be recharged. The same lever may be used, if
required, to cut the dynamo machine out of circuit altogether.
The dynamo machine is geared with the shaft of the engine by
spur or other gearing which allows for the difference in speed of tic
dynamo machine and the engine.
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Jan, 1897.] THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL. 437
J. & C. STIRLING,
The Hamilton Carriage and riotor Car Works,
HAMILTON, N.B.
Motor Dogcarts, Motor Stanhopes,
Motor Victorias, Motor
Waggonettes, with Daimler Motors.
MOTOR DELIVERY VANS,
to carry 10 to 15 cwt.,
with DAIMLER MOTORS.
ORDERS NOW BEING RECEIVED
FOR EARLY DELIVERY.
CATALOGUES READY SHORTLY. PRICES ON APPLICATION.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[July, 189?.
12,446. Improvements in Explosion-enffine*. James Carter
and others, BLLUngahuret, Sussex. March 6th, 1897.
This invention relates to improvements in the explosion engine for
which Letters Patent No. 9,880 of 1891 were granted.
According to the present improvements, instead of passing the oil
inlet tube directly into the vaporiser as in the former patent, the oil
is delivered in quantities sufficient for one explosion only into the
open funnel or cup-shaped end of a tube in communication with the
vaporiser and having a suitable valve. The petroleum is then sucked
from the cup into the vaporiser and thence into the combustion
chamber during the out-stroke or suction of the piston.
Instead of the valve regulating the admission'of air to the vapour
before its entry into the combustion chamber, the air inlet pipe is
provided with a plate having a central hole, the diameter of which is
made of the required size.
There is also a separate external combustion chamber in communi-
cation with the cylinder portion of the combustion chamber instead
of the annular chamber through which the vaporiser passes, as
described in the specification of the former patent.
a is the engine cylinder, b is the vaporising chamber which is
formed around the tube, r, which serves as the chimney of the
heating lamp as described in the said former patent, and d is the
igniter arranged within the said tube.
e is the passage through which the vapour passes from the
vaporiser to the chamber, f, and g is the air inlet pipe which also
extends into the chamber, so that the air and vapour mix together as
they flow past the valve, A, on the suction stroke of the engine, into
the combustion chamber, A1, which is the separate external com-
bustion chamber hereinbefore referred to, A* being the cylinder
portion of the combustion chamber.
t is the cup into which the oil is injected by the pump through a
pipe,,;, the cup communicating with the vaporising space, 4, through
the passage, k, in which a valve, I, is seated in such a manner that it
will open automatically on the suction stroke of the engine to allow
the oil injected into the cup to be drawn into the vaporising chamber
and then again close on its seat.
m is the plate in the form of a disc, having a central hole arranged
in the air inlet pipe, g, and serving to regulate the quantity of air
drawn into the combustion chamber on the suction stroke, the plate
being arranged between two flanges, in1, on the pipe, so that it van
be readily removed to alter the site of the hole or to introduce a
plate having a larger or smaller hole, as required.
PNEUMATIC SPRINGS for MOTOR CARS
SPARK COILS FOR OAS AND OIL ENGINES,
FLAMING BPABK.
F. C BLAKE Electrical and Mechanical Engineer,
97, Fairholt Road, Stoke Newington, London, N.
THE "CRYPTO" WORKS, LIMITED, 29, Clerken-
•*■ well-road, London, E.C. — Frames, Gear*. &c, for Motor Cyclts and
Carriages made to specification. Quotations given for any kind of_ Light
Engineering Work, Mechanical or Electrical. Facilities for executing Experimental
Work.
A CCUMULATOR CHARGING.— C. H. Cathcart &
■^^ <~o., having Plant specially adapted for this purpose, charge Cells of all sizes
prompt y, thoroughly, and cheaply. Terms on application. Accumulators on hire
for ten porary lighting, experimental uses, etc.— 3, Dorset Buildings, Salisbury
Square, fleet Street, E.C. Telephone No. 65,266.
TT IS WORTH YOUR WHILE TO BUY DIRECT.
* THE RELIANCE LUBRICATING OIL COMPANY SUPPLY, ON
APPROVAL, HIGH-CLASS NON-CORROSIVE LUBRICANTS, which,
through their superiority, have the largest sale in the world. Engine, Cylinder, and
Machinery Oils, tijd. ; Special Cylinder Oil. is. 4d. ; Special Engine Oil, is. 4d. ;
Gas Engine, lyiiamo Oils, is. cd. per galloo ; Special Gasolene, Benzoline, and
Petroleum, for Motor purposes ; Light Machine Oil, ioid. ; barrels free and carriage
paid.— Helianoe Lubrioatine Oil Co.. 19 and <w, Water Lane,
Great Tower Street, London, E.C. Depots at Liverpool, Bristol. Hull,
Cardiff, and Glasgow. Telegram:,: "Subastral, London." A B C Code used.
Telephone No. " Avenue, 5,891."
CONVERSION OF EVERY DESCRIPTION OF
^ FITTINGS, MODERN AND ANTIQUE. Antique Candelabra, ftc,
adapted to Electric Light in . such a manner as to faithfully represent candles.
Temporary lighting at Fetes, Balls, At Homes. Estimates and plans for complete
Electric Light Plants. Motive Power : Steam Engine, Oil Engine, Gas Engine,
or Turbine
CHAMELEON ELECTRIC SIGN.
E. L. Berry, Harrison & Co , Electrical Engineers and Contractors.
Office and Show Rooms— Lyric Chambers, tohncomb Street, London, W.C
Telegraphic Address—" Kathode, London."
PUBLISHERS' ANNOUNCEMENTS.
Just Published. Crown 8vo. Fully Illustrated. 4s. 6d. Cloth
riOTOR CARS :
POWER CARRIAGES FOR COMMON ROADS.
By A. J. WALUS-TAYL6R. A.M.Inst.C.E.,
Author of " MocUm Cycles," cW.
CONTENTS.— Chapter I. — Introduction. II.— Eatly Examples of Steam Road
Carriages. III. — Recent Examples of Steam Rnad Carriage*. IV. — Internal
Combustion, or Explosive Engine Carriages. V.— Electric Motor Carriages.
VI. — Miscellaneous Motor Cars or Pow. r Carriages. Appendix : A The Autocar
Bill. B. Motor Car Regulations. C. The Carriage of Petroleum : Regulations.
D. Taxes on Motor Carriages.
CROSBY LOCK WOOD ft SON, 7, StatJosers' Hall Csnrt, EX.
MISCELLANEOUS ADVERTISEMENTS.
AN ENGINEER who has designed and made working
*^^ drawings for a Steam Motor Van to carry two tons, and has several forgings,
castings^and parts fitted up, is desirous of disposing of the lot. — Address, Institute.
care of The Automotor and Horseless Vehicle Journal, 62, St. Martin's
Lan*, London, W.C.
PATENTEE of Instantaneous Steam Generator wishes
to meet with Manufacturer to make same on royalty, or will icll outright. —
Address, Steam, care of Automotor and Horseless Vehicle Journal,
6a, St. Martin's Lane, London, W.C. t
CAPITALIST required to finance important inventions
in connection with Motors. Solicitors or principals only communicated with.
Address, Advance, care of Automotor and Horseless Vehicle Journal,
6a, St Martin's Lane, London, W C.
ADVERTISER is willing to purchase good Motor
^"*" Patents, especially those applicable to pleasure carriages. Send full particulars
to Box 1,446, care of Automotor and Horseless Vehicle Journal, 6», St
Martin's Lane, W C
MOTOR CAR FOR SALE. "*"*
T UXURIOUSLY fitted private MOTOR-PHAETON,
■*— ' by Peugeot. Seat four, detachable canopy, wheels o( cycle type, rubber
tyres Daimler motor, perfect condition, new October, immediate delivery- Further
particulars addiess Automobile, 00 The Automotor and Horseless Vehicle
Journal, 6a, St. Martin's Lane, London, W.C.
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Jm, 1897.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. 439
"THE MOTOR TYRE."
Inventors:— J ESSOP BROWNE & JAMES PREECE. PATENT.
The Illustration represents the latest, and as the Inventors believe the very best and most reliable solid
rubber Tyre on the Market for heavy vehicles, Omnibuses, Motor Car Vans, &c.
It is firmly secured with brass tube and eyelet bolts.
ITS -A.IDV-A.3STT-A.O-ES ARE, "Viz: —
SECTION 1.
Coming off an impossibility. Can be made in sections.
Easily repaired by ordinary workmen. Can be fixed to existing wheels.
Cheaper and Simpler than Pneumatics. As resilient as Pnenmatics without
Once fixed holds finn until worn out. D ^\ of ^{m
Dk, , v , . Best workmanship.
Rubber not cut by rims when Can fc ^ fc mm „
weioM- . required.
TRIAL SOLICITED. CORRESPONDENCE INVITED.
MANUFACTURED 0?I.Y AT THE
CITY WHEEL WORKS, ™S °';g2"^c.ku.s< '_
TANDEM PR^ioN METALS
Are manufactured entirely on scientific principles, and
Are claimed to be absolutely the Best Alloys for Anti-Friction purposes.
Anxious to remain
And to adopt atiy improvements, competition metals are constantly analysed by us. So far, however, we have found no reason to make any
change in the composition of our Standard Alloys, which are now
The Result of Fifteen Yeao' Experience and Exhaustive Tests by Practical Men, and
OVER 3,000 CUSTOMERS ALL OVER THE WORLD.
TANDEM METALS fulfil better than any other their
purpose, and are therefore —
The Moat Economical,
The Least Wearing,
The Most Curable,
Friction Preventing,
Resistance Reducing,
Journal Preserving,
Power Increasing:
Lubricant Saving.
ANTIFRICTION METALS.
•W BEWARE OF IMITATIONS OR ALLOYS SOLD AT DOUBLE OR TREBLE THEIR PRICE. "•<l
Apply for Illustrated Catalogue, Tests, Testimonials, &c, and Sample Ingots, which are forwarded free of charge.
THE TANDEM SMELTING SYNDICATE, LIMITED.
QUEEN VICTORIA STREET, LONDON, E.C.
Taucraphie Address :-" AH ilTBMa"
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The List of Applications will open Tuesday, the 20th July, 1897, and will dote on of before Friday, the 23rd July, 1897.
Messrs. Roots <fc Venables' Car was the only Petroleum Motor Car, of those collected for the Engineer Competition on June ist, that did the run to Birmingham fi
from
the Crystal Palace, an account of which run is given in the Engineer of June 18th, 1697.
TheTYwM of December 7th, 1896* spealun; of previous motor carriages, says :...." All these carriages used benzotine as fuel . . . . In England there is
already in use a carriage of * Victoria form driven by ordinary lightiog oil.. 11,1s the first carriage yet made which undoubtedly accomplishes this object, and is the
invention of Messrs. Roots & Venab'es." ~ ,
The Vendors believe that theirs is the only practicable vehicle motor wbich runs with Petroleum oil or ordinary Paraffin— a safe fuel— and that other practicable
so-called oil motor vehicles use benzotine spirit— a dangerous fuel.
THE ROOTS OIL MOTOR * MOTOR CAR, LTD.
(ROOTS PATXIMrTS.) (Parent syndicate)
Incorporated under the Companies Acts, 1862 to 1803.
CAPITAL, £30,000, IN £1 SHARES,
OF WHICH £12,500 WILL BE AVAILABLE TO PROVIDE WORKING CAPITAL.
Payable, 5/- on Application; 6/- (including premium) on Allotment; and the balance (10/-) as and when required.
Tare present h«ue is «t a phtohu* or 1- per whare.
No promotion money has or will be paid, and the Capital is not underwritten.
DIRECTORS— ALEXANDER McDONNELL, Esq., M.I.C.E. (formerly President, I.C.E., of Ireland ; Locomotive Superintendent to North Eastern RaKwav
and to the Great Southern and Western Railway of Ireland), The Rydens, Walton-on-Thanvs.
FREDERICK DIVID CHARLES SHAW-KENNEDY, Esq., Dyroch House, Kirkmichael, Ayrshire.
•JAMES D. ROOIS (Messrs. Roots and Venabi.es), too, Westminster Bridge Roid, London, Managing Director.
*C. E. VENABLES (Messrs. Roots and Venables) too, Westminster Bridge Road, London.
" Will join the Board after Allotment.
BANKERS-The NATIONAL PROVINCIAL BANK OF ENGLAND, Ltd., Lincoln's Inn Branch, Carey Street, W.C.
SOLICITORS— Messrs. DIXON. WELD & DIXONS, i, Lancaster Place. Strand.
AUDITORS— Messrs JACKSON, P1XLEY, BROWNING, HUSEY & Co, s8, Coleman Street, E.C.
REGISTERED OFFICES— too, Westminster Bridge Road, London.
This Syndicate has been formed for manufacturing all kinds of Carriages, Cabs, Omnibuses, and other vehicles for private and public traffic prop' lied by oil motors, and
to purchase and carry on the business of Me*sr*. Roots & Venahles, of too, Westminster Bridge Road. Londr.n, and also deal with the valuable inventions of Mr. J. D. Roots
and his firm the aforesaid Messrs. Roots & Venable«, together with the twelve patents for the United Kingdom for Oil Engines, Oil Motors, and for oil-motor vehicle, of
all kinds, and ten foreign patents in connection there* ith.
To acquire the patent rights and business connected with the sile by Messrs. Roots & Venables of all oil, fixed and stationary engines, locomotive and portable engines,
in addition to oil motors for all kinds of road vehicles.
To acquire all the Licence- which have been granted to manufacture under the Roots' Patents. , , . , . ,
To acquire the Lease and G wdwill of the bj>ine<s and premises at too, Westmirster Bridge Road, the plant, tools, machinery, engines, motor;, and vehicles in stock and
the drawing-, puie-ns, etc., connected with the business now carried on by them as Engineers.
The following Licences t r\ve been g anted by Mr. Roots :— ,
To Me.srs. Vosper& Co., of Portsmouth, for marine and launch and boat engines, under which they pay a minimum royalty of jt"5 per annum, or £2 per indicated
horse-power of each engine sjld.
To the Clarke's Crank and Forge Company, Limited, of Lincoln, for portable and locomotive engines, the minimum royalty being I125 per annum, or £2 per indicated
horse-power of each engine sold.
Mrs-rs. Brvan [tonkin & Co., I imited. of Bermondsey, S.E. (the well-known Engineers), have taken a licence for fixed or stationary engines, under which they pay a
royalty of 10 per cent, on all Engines they sell. Tne Vend >rs also have the right to sell, and the Llcencees ate under contract to supply all Engines required on most
advantageous frmt.
There has been a total of nearly 300 Roots Oil Engines and Motors sold, and they ate doing work in most parti of the world.
The Estimated Profits are ,£11,300, see Prospectus
The Estimated Outg >ings are jCi.ooo, which leaves an Income to pay dividend of 49,210.
The Vendors have had many hundreis of enquiries for motor vehicles, not Only from Great Biltain, but from most parts of the world. Toe Vendors are Contractors to
H.M. Government.
The Vendors have had applications from other English firms and from France for a Licence to make vehicle motors, but have now refu eJ to treat or grant any
further Licences at present.
Ihe following are thtse who hive applied for Licences to manufacture Engines or Motors under the Knots Patents:— Mr. Walter, of Tke Times, Queen Victoria
Street, E.C; The Central Engineering Works, Limited, York; Mr. James Davies, Queen Street Iron Foundry, Wednesbury; Messrs. Michael Tod & Sons,
Devon Ensine Works Dunfernvine.
The Room Engines have already, among others, been supplied to the Indian and Colonial Government, and also to the L B. S S. C Railway Company, the Liverpool
Corporation Water Works, and the Sultan rf Zanzibar. They are also in negotiation with the S.uth Australian Government for small oil locomotives.
Engineers have on two occasions apologised for infringemei.t of ihe Roots Patents, and it is fully believed thit the Roots Patents aie master or pioneer patents for the
system of ' vanonsanon ad feeding of oil, the essential points in an oil motor. . ......
The Vendors are 10 communication with the North Metropolitan Tramways Company regarding the fitting of a Motor to one of then* tram cars, which, if successful,
would he fitted to all their tram cars.
For light Railways the Vendors believe no other oil engine in the market can compete with theirs in the chief points required in a locomotive for this purpose,
\ iz. (1) Lightness and small size for the power devoloued ; (?) Completeness of combustion and freedom from smoke ; (3) Complete automacity.
•1 he Vendors believe they possess the only practical oil Motor for vehicles in existence. The safety of the oil as fuel and the danger of the spirit will be obvious to
everyone. Messrs. Ro .is and Venibles therefore believe that for some time to come the Syndicate will have the monopoly, or almost the monopoly, of petroleum motor
carriages, for it is believed that re trictions must presently be placed upon the use of benzoline spirit as to limit its use. Messrs. Roots and Venables, in short, claim that
their Mjtor is ihe only safe Mot r, and the onlv one at present in the market which will survive the test of daily a"d public use.
The running costs of the differen- kinds of koad Vehicle Motors compare as follows :-Th« ROMS Oil Motor, 1; BOMOllne Spirit Motor, 3; Steam,
3} to 4 ; Gasoline. 4 to 4 ; Electricity, 5 1© '.
A M .tor is in progress for Bicycles and Tricycles which it it believed will have aim xt a monopoly for the before-mentioned reasons, it being the only safe Motor.
Carri5J Cyctes,fortiade purposes, offer a large openinz fjr the application of this Motor.
The following Trade Marks (with designs), belonging to Messrs. Roots & Venables, also become the property of the Syndicate :— Petrocar" and Petrocyde.
The Patents for the United Kingdom are numbered as follows :—
Improvements in Petroleum Engines 15,682 Nov. 3, 1888 Improvements in Internal Combustion Engines '7i3°° Sept. 11, 1804
Ditto ditto ,9i275 Nov. 7, 1891 Ditto ditto ... 3,138 Jan. 30, 1896
Improvements in Internal Combustion Engines for Vehicles 23,786 Dec 2-, 1892 Improvements in Sell-propelling Carriages 9,677 May 7, 1896
Improvements in Internal Combustion Engines 22,181 Nov. 20, 1893 Improvements in Internal Combustion Engines ... _ ... 10,829 May 19, 1S9S
Ditto ditto 23,571 Dec. 7, 1893 Improvements in Internal Combustion Engines for Vehicles 14,756 July 3, 1806
Improvements in Oil Engines 7 538 April 16, 1894 Improvements in Petrocars or Motor Cars »7,*7o Aug. s, 1896
Several Provisional Specifications have also been filed.
Foreign Patents have br en obtained or arc in course of being obtained in the following countries : —
France Belgium. Italy. Spain. Canada. India. Austria Hungary. United States. Russia.
Lease dated August 8th, i8yj, of the premises too, Westminster Bridge Road, not yet received.
The purchase pric; ageid to be paid to the Vendors for the acquirement of the above rights his been fixed at £17,500, payable as to 1(5,000 in cash, £5,000 in cash or
fully-paid Shares, at the option of the Directors, and toe balance of ^7,500 in fully-paid Shares in the Company.
Re R OTS' PATENTS.
, •!.■.«. r Copy of Opinion by Lewis Edmunds, Q.C.
I nave considered the Specifications of the following Patents of Jams* Roots, viz. :— „. „ .
No. 15,882 . f the year 1888 ; No. 19,275, 1881 ; No. 23,786, 1892; No. 22,181, 1893 ; No. 23,571, 1893 ; No. 7,338, 1894 ; No. 17,306, 1894.
and I have also considered the Specific tiois of the p-ior patents s^t forth in the case.
I hnd that the inventions of Roots are ad, qu.it ly described and claimed, that they are useful and proper subject matter for the grant of Letters Patent, and that no one
of the said Patei.ts of Roots is anticipated by any of the said prior patents.
Iemplr, u/i«tf, 1896. (Signed) Lewis Edmunds.
A Contract has been entered into between the Vendors of the one part and John Lever of the other part on behalf of the Syndicate, dated «4th July, 1897.
There are numerous trade c infracts relating to purchases of material, etc., and also contracts for orders, etc. Other agr. emenls and arrangements have been and
may be entered into with third parti s as to the formation of the Company, and the Subscription of its Capital, to none of which the Company is a party. Applicants for
Sha es will be deemed to have had notice of the contents of all such agreements and contracts, and to have waived their right, if any, to particulars thereof, whether under
Section 36 of the Companies Act, 1867, or otherwise.
Prospectuses and Forms of Application may be obtained from the Bankers, Solicitors, and at the Offices of the Company.
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ai7.cit, 1887] THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL. 441
RAPIDITY. EFFICIENCY. ECONOMY.
" The greatest Labour-saving Invention ever offered to the Trade."
They will set any Section of Hoop, or Patent Channel Iron, on any sort or
description of Wheel COLD, by Hydraulic pressure.
WEST'S PATENT TYRE SETTERS.
SAVE YOUR TIME. IMPROVE YOUR WHEELS.
Make a BETTER- AND MORE LASTING job than any other known process AT LESS THAN ONE-THIRD THE COST.
These machines are now in use throughout—
ENGLAND, THE CONTINENT OF EUROPE, THE UNITED STATES OF AMERICA, SOUTH AFRICA,
AND THE AUSTRALIAN COLONIES.
Wherever they are used they give universal satisfaction.
FOR FULL PARTICULARS APPLY-
WEST'S PATENT POWER TYRE SETTER SYNDICATE,
23, College Hill, Cannon Street, EC, or The Works, 140, Thornton Road, Bradford.
The "IC ." Tyre.
PERFECTION RUBBER TYRE.
FOR LIGHT AND HEAVY VEHICLES.
NOT TO ROLL OUT.
This Over
is no experiment, 36,000 pairs in use
see opposite. in the United States.
«e compress the nbtor so Out, It II Is cnl, It closes ip and no materiil injury Is MictM, aid conscqoentlj wears smooth
An eiMnin.tlon of the Principle of onr Tjre oonTinco. you of it. anpcriorttj ©w all other..
■OLE KAinirAOTVHSRa FO. THE UNITED EIMODOMi
i mi 0 t nnimmiv «5 & «7, WHARFDALE ROAD,
J. W. I T. CONNOLLY, & ALBION WORKS, KING'S CROSS, LONDON, N.
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442 THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Acocst, 1897.
THE LAMINA ACCUMULATOR.
BRAM AWARDED
"-r* *-' * 1,m ' SILVER MEDAL
AT
. FOR . HOBSE AND .
. HORSELESS
„ . CARRIAGE AND
Horseless roads .
. L0C0M0TI0K
EXHIBITION,
Carriages wmmm , ; *"%?*
SIMPSON, STRICKLAND & Co., Limited,
DARTMOUTH AND TEDDINGTON.
Steam Machinery for Vans, Drays and Passenger Carriages.
STRICKLAND'S PATENT WHEELS FOR MOTOR CARS.
Machinery built to Owner's designs or from our Standard Patterns.
write for list. SIMPSON, STRICKLAND & Co., Ltd.
CARL^SB, CAPEL & LEONARD, of Hope Chemical Works, and Pharos Works, Haokney Wick, London, H.E., speolally distil
Petrol, the Spirit best adapted for Motors, Motor Carriages, Launches, etc., eto.
Maximum of efficiency and perfect combustion ; therefore great economy, and no deposit in cylinders.
CARLESS, CAPBL ft LEONARD lire satalltd tie above tor the Dalai* Motors tor ortr «t« roars, sad .old tke hlfkest testlaoalals.
SAMPLES AND TH™ ALB0 ■»«" LDBEICATIHO OILS AMD OR iABSS. telegrams
PRICES ON APPLICATION. ^S^S> ~m~m fm "tH^BS ^Tt4 "W " CAKLESS, HACKNEY WICK.'
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< • ,' »■
THE AUTOMOTOR
<i/.
-A^TX>
W
HORSELESS VEHICLE JOURNAL
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
Circulates amongst Makers and Users of Motor-Cars, Cycles, etc., in the United Kingdom, the Colonies
and the Continent.
Vol. I. No. 11.
AUGUST 18th, 1897.
Price Sixpence.
CONTENTS.
French Motor-C»r Competitions— Tho Paris-Dieppe Bacc
Compressed Air Locomotives in New York ...
The Supply of Petroleum to Manchester
Tte Automobile club of Great Britiin
Continen'al Notes
Lea Folds Lourds, or Ibe-Heavy- Weight Motor-Car Competition
law Reports ...
The Law of Press Criikinin
Newcastle starts another Motor-Cur
Answers to Correspondents
Leading Articles —
An Automobile Club for Great Britain
The Compensation for Injuries A' t
British }lotor-Cars in France
The French Motor-Car Competitions
A Heavy Bronze Tail Shaft
The Peugeot Motor ...
Post Office Anomalies
Self-Propelled Traffic Association
Motor-Cars at the Agricultural Han, Islington
Notes of the Month
Those Poor Britishers !
Doings of Public Companies
Correspondence
The Paris-Trouville Motor-Car Con.pctiti n
Motor-Car Prospects
Proceedings of Societies
New Inventions
FAOS
413
450
4.10
461
411
452
458
459
459
460
461
461
462
462
463
461
465
467
467
468
4CD
470
4/2
473
4i3
474
475
FRENCH MOTOR-CAR COMPETITIONS.
The Paris-Dieppe Race.
In Great Britain the Press has with few exceptions adopted a
distinctly unfriendly attitude towards automobilism, with the
result that the industry of motor-car manufacture has been
much hampered in its natural development. Even in those
few cases where some attempt has been made to encourage the
use of motor-cars, as in that unhappy Engineer competition, the
effort has failed because the conditions demanded a degree of
excellence attained in no existing automotor, whether this be a
railway express engine or a light-oil tricycle. The British Press
has indeed been woefully misinformed and has in its turn misled
the public not a little over the automotor question. In France
the Press has taken a much broader and more liberal view.
French engineers and writers are quite aware of the defects of
the various types of road motors and quite understand the
limiting conditions of their employment. Instead of crying
aloud on the housetops : "There is no really satisfactory
motor," and abandoning the attempt to make one, they have
very sensibly grasped the fact that* notwithstanding various
defects in design and working, motor-cars can in nearly all cases
economically replace horses. The French have, indeed, with the
true spirit of progress, adapted themselves to the motor, and
their efforts have been rewarded with a really astonishing
amount of success. Take, for instance, tram-car propulsion ; in
Paris there are two systems of automobilism in use, both of
which are, from the mechanical, economical, hygienic, and
humane points of view, an absolute success. As we intend to
describe the Paris tramways on a future occasion we need not
now further refer to them. We may, however, remark that, as
regards tram-car propulsion, Paris sets an example, which
London, Liverpool, and Manchester, and other towns might
well imitate. Indeed, on this question as on so many, many
others, the average British town or county councillor is usually
a hopeless ignoramus, and about as competent to discuss questions
of traction as he is to decipher the Hittite inscriptions in the
British Museum.
Few people in England except those concerned have an
accurate idea of the extent of the motor-sar industry in France.
Not only are automotors used in tramways but also in vehicles
used for social, professional, and business purposes. Indeed, the
horse is being gradually but surely eliminated from the streets
of the larger French towns. To the French Press as a whole
must be given a large share of the credit for the achievement of
this very desirable consummation. Under the auspices of
various French newspapers several automotor competitions
have taken place from time to time. The effect of these
competitions has beeu to familiarise the public with automotors
and also to remove prejudices against them.
The latest competition of this description was inaugurated by
the proprietors of the two well-known Paris news|>a])ers Le
Figaro and Let Sportt in conjunction with the Automobile
Club de France, and consisted of a race from St. Germains to
Dieppe, a distance of 171 kilometres, or 106 statute miles. It
was held on July 24th. The motor-cars were arranged in four
classes : — Class A included moto- cycles, that is to say, vehicles
which weighed less than 200 kilos. = 4408 lbs. tare without
driver and stores ; Class B comprised motor-cars carrying two
persons side by side ; Class C, motor-cars carrying more than
two persons of which two are side by side ; Class 1), motor-cats
carrying not less than six persons. Vehicles entered in the
three latter classes paid an entrance fee of SO francs, while
those in Class A paid 20 francs.
As regards the conditions or articles of the competition llif-te
were simple aud fair, bearing in mind that the object in view-
was merely to get over a stated distance in the shortest time
2 .; 2
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444
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Afotjst, 1807.
There were no restrictions except those indicated in the classes,
It was, in fact, a go-as-you-please contest.
Of course such a competition has after all but little interest
or value to the purely technical expert who wants data — in the
present case unattainable. To the general public, however,
who does not care a bit whether the engine of the train which
conveys them to the seaside is a "simple' or "compound," or how
it is propelled, the Paris-Dieppe competition is of great interest
as it shows that really high speeds- can be attained in practice,
and that is all the public wants to know. We shall not then
attempt to do more on this occasion than simply describe the
proceedings, leaving our readers to form their own opinions as
to the relative merits of the competing motors.
The prizes offered for competition were both numerous and
costly. They were as follows : —
For the vehicle which accomplished the distance in the
shortest time, irrespective of class, and quite independent of the
prize attaching to its class, a gold medal given by the Auto-
mobile Club of France.
For the second vehicle, a silver medal given by the Auto-
mobile Club of France.
For the third vehicle, a bronze medal given by the Auto-
mobile Club of France.
For the first voiture built before January 1st, 1896, a prize
given by the President of the French Republic.
For the first arrival in Class A an Objet d'Art of the value of
1,000 francs, in addition to an Objet d'Art of the value of the
entrance money.
For the second arrival in Class A an Objet d'Art valued at
500 francs, in addition to another Objet d'Art valued at a
quarter of the entrance money.
For the third of this class an Objet d'Art worth a quarter of
the entrance money.
For the first arrival in Class B an Objet d'Art valued at
2,000 francs, in addition to another Objet d'Art worth half the
entrance money.
For the second arrival in this class prizes the same as the
second in Class A.
For the third arrival in Class B the same as the third arrival
in Class A.
For the first arrival in Class C aa Objet d'Art worth 1,000
francs, and another worth half the entrance money.
For the second arrival an Objet d'Art worth 250 francs, and
aribther worth a quarter of the entrance money.
For the third arrival an Objet d'Art worth a quarter of the
entrance money.
For the first arrival in Class Dan Objet d'Art worth 500 francs
and half the entrance money.
For the second arrival an Objet d'Art worth 250 francs, and
another worth a quarter of the entrance money.
For the third arrival in Class D an Objet d'Art worth a
quarter of the entrance money.
In addition to these prizes there was one, a silver gilt medai,
offered by the Chamber of Commerce de Beauvais, which was
given to the vehicle first passing through that town.
The following table gives the particulars of the entries : —
1
1
u
s-
o a
i •
1 !
3
Owner.
1 Type of Motor.
1
c
*2
z
1
a.
W
Glrardot
Buisson
Die*
Fougcrn
Rivicrre
F. Richard
Peliau ile la Forest
CI. Richard
Dauuot ...
Moto-cycle de Dinn-Bouton
Due Panhard et Levassor ..
Votturette Bollee
Voiture Panhard et Levassor
Blcvdette Kivierre ...
Due
Trk-.vcle a moteur de Diou
Boit ton.
Buggv a petrole
Voiturette Bollee ...
1897
1897
1897
1897
2
n -
10
u
m
13
14
15
16
17
let
19
20t
«•
22t
23
24
25
26
27
28f
29
30*
31
32
33*
34*
35
36
37
33
4(>t
41
lit
4St
44
«t
16t
47
18
49
S0»
SI*
:.at
sst
54
56
56
r.7t
->8t
59t
60*
61
62
63
64*
6.M
66*
67*
68*
69t
Owner.
DeBertier
Marin
Cbarron ;..
X. Y
Schmidt
Comte de la Barre de
Nanteuil.
Sloftel
De Dion-Bouton
Archdeacon
De Dion-Bouton
Amedee Bollee
', De Dion-Bouton
Prevost
j De Dion-Bouton
! Wlart
i De Dion-Bouton
' Ch. Perigoret
I De Dion-Bouton
G. Lays
De Dion-Bouton
De Grodzki
Vicomte du Soulier ...
Laboure
Holvin
Sereix
I Clans de Fabrice
Serin
I
Bertrand
Guyennet
Krnest Gras
De Dion-Bouton
Mouter
Gilles Hourgiere
Peilier
H. Tenting
Jamin
K. Mors
De Bertier
L. Mors
Comiot
Albert Cadier
Dalifol
Courlols
I.emoine
Hiverge
A. Detmas
Fisson
Doriot
A. L^inaitre
Chev. ltenede Knyff...
Leon Lefebre
Brunessaux
ltochBra.ill
Mouter
Oomiot
KtieimeGiraud
Damas
Carosserie ludustrielle
Lucas
Girardot
Type of Motor.
Voiture Bollee
Bicyelette Hupalley
Voitnre Panhard
Tricycle de Dion-Bouton ...
Voiture Hupalley
Voitiirette Bollee
Voiture Richard a petrole ...
Tricycle a petrole
Voiture Delahaye a petrole
Tricycle ft petrole
Voiture a petrole I
Tricycle ft petrole
Voiture * petrole
Tricycle rte Dion-Bouton ...:
Voiture Mors I
Tricycle
Charrette Panhard
i Tricycle si petrole \
j Wagonette Panhard
I Tricycle ft petrole
| Vis-a-vis Peugeot
Voiturette Bollee
' Maison Parisienne, moteur
Ben/..
Blcvclette ft petrole
j Matsou Parisienne, moteur
Beni;.
! Bicyelette WoUmuller
! (transformee). '
! Maison Parisienne. moteur
Benz.
' Tricycle ft moteur de Dion-
Bouton.
Maison Parisienne, moteur
Benz.
Tricycle de Dion-Bouton ...
, Brake ft vapeur ... • ...
Moto-cycle
Voiture Panhard
Voiturette Bollee
Phaeton
! Voiturette Bollee
Voiture Mors
1 Voiturette Bollee
Voiture Mors
Tricycle Oomiot, lnoteur de
Dion-Bouton. {
Voiture Mors i
Quadrlcycle
Brake Delahave
Phaeton Panhard
Boggy Landrv et Bevroux...
. Phaeton Landry et Bcyroux
Victoria |
Voiture Peugeot
Due Peugeot
Voiture Panhard
Voiture Leo ;
Dogcart Mors '
Phaeton ]
Voiture
Voiture Panhard et Levassor
Panhard
Voiture
I Voiture Panhard
Voiture Lucas
Voiture Pantiard
•2 ! 5J
3 ! ow
2
1
2
1
2
1
Ni
6
1
2
1
2
1
2
1
3
1
4
1
4
1
4
n -
6 1897
3i 1897
U -
1897
1897
1897
1897
1897
1895
1897
1897
1897
1897
1897
1897
1897
1896
1897
1897
1897
1897
1896
1897
1897
1897
4J 1807
1897
1897
1.197
1897
!897
1897
1897
* Did not start.
t Prize winners.
» Did not start.
t Prize winners.
As will be seeu, no less than 69 automotor vehicles were
entered for the competition— a most gratifying testimony of the
healthy state of antomobilism in France, and a significant refuta-
tion of the absurd theory entertained in so many quarters in
England to the effect that horseless traction cannot be effected
by motors as at present in use.
On examining the list of entries it will be seen that there
was but one steam motor, all the others being various types of
oil motors ; there was not a single electric motor-car, a fact
which is to be regretted considering the liberal provision that
had been made for obtaining fresh batteries if necessary on the
way. It will be noticed, too, that no English firms competed,
which is also a matter for regret. This absence of English
motors is, we think, to be explained by the fact that for
fiurposes of speed alone it is difficult to compete against the
ight spirit motors which are encouraged in France and barely
Digitized tn
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
445
tolerated in England, and which are not likely to be much used
here.
The competition was made the occasion for a special fUe
throughout the district traversed by the motor-cars. Special
trains were run from all adjaceut towns to Dieppe. At the
latter place the preparations were on a most extensive scale, the
principal streets were decorated with flags and banners, while
the municipality, under M. Roger, the Mayor, had arranged a
series of festivities at the Casiuo. Nothing, in short, was
left undone to se:ure the celebration of the competition with
becoming iclat.
As showing the importance with which the competition was
regarded in France, we
may say that the Dieppe
Municipality despatched
one of its Councillors,
M. Jubault, who was
accompanied by M.
Aubry, the editor of
Let Sports, to London
to personally invite Sir
David Salomons and
the members of the
Self - Propelled Traffic
Association to be the
guests of the munici-
pality. Unfortunately,
Sir David was unable
to attend, but the
S.P.T. A. was ably repre-
sented by Mr. Worby
Beaumont, M.I.C.E.,
&c, Mr. A. Barr (sec-
retary), the Hon. C. S.
Rolls, Mr. Stanley
Spooner, Mr. Redwood
(son of the distinguished
Professor of that name),
Mr. G. H. Little (techni-
cal editor of the Auto-
motor, &c). Most of
these had travelled from
London the night pre-
vious, and were met on
arrival at Dieppe by
members of the local
committee, aud escorted
to the Hotel Royal and
the Metropole, where
thev were the guests
of the municipality, and
furnished with a free
pass for everything.
A very pleasing
feature of the com-
petition was the sup-
port and encouragement
given to it by the
authorities. Everyone
from the prefect to the local gendarme did their utmost to make
the thing a success. Nothing could exceed the courtesy and
kindness of the various officials, especially to the foreign guests.
The municipality of St. Germains and of the other towns passed
en route, the Direction of Le Chemiu de Fer de l'Ouest, and the
municipality of Dieppe, under M. Roger, the Mayor, assisted by
M. De la Rue, who was especially charged with the care and
comfort of the English official visitors, did everything with
the utmost tact and consideration. The arrangements were
generally in the hands of a committee composed of members of
the Automobile Club and others, but the actual executive
duties were entrusted to M. J. H. Aubry, the editor of
Let Sport* and to M. Paul Meyan, of the Figaro. These
gentlemen most ably discharged their by no means light
duties, and were indefatigable in their efforts to promote the
Babon de Zcylen de Nyevklt] (President of the Automobile Club of France)
success of the competition. The former gentleman showed
himself an expert starter and timer, and marshalled the
motors like a general ; while the latter acted as inspector-
general, and saw that all arrangements were properly carried
out en route.
At St. Germains M. L. Desoyer, the Mayor, made equally
excellent arrangements, stationing policemen at the various
points and level crossings so as to warn the drivers of the auto-
motors of the approach of trains and in other ways to render
assistance. In this task he was ably seconded by the principal
residents, among whom we must not omit to mention M. Ledoray,
an enthusiastic*automobilist. A graceful act on the part of the
inhabitants of St. Ger-
mains was the present-
ing to each driver of
an automotor a bouquet
ornamented with the
national ribbons.
At the various road-
junctions officials were
• stationed to indicate
the route and to afford
assistance, while at con-
venient intervals were
stores of petroleum,
coal, water, &c. ; also
at the level crossings
on the railways the
station - masters had
special orders to
facilitate the passage
of the motors. Just
fancy an English official
of any kind whatever,
whether a railway
director, a local magis-
trate, a policeman, or
beadle, facilitating in
any way whatever the
passage of a motor-car !
Soon after seven
o'clock on the 24th
ult. the motor-cars
assembled at L' Avenue
de la Grande Arm&e
at St. Germains. The
weather was beautiful,
a nice westerly breeze
was blowing, and the
sky was cloudless. A
large and fashionable
crowd had assembled
at the point of de-
parture, and lined each
side of the avenue.
The motor-cars were
not arranged in the
order of their numbers,
and this occasioned
some little delay. One or two minor mishaps occurred, but
among so many vehicles this could hardly be avoided. As
nine o'clock approached, the various motors were mostly
running light, and they were nearly all literally vibrating
with suppressed energy.
As may be imagined, the noise made by so many machines,
the excited words of direction from drivers to their attendants,
the loudly-expressed comments of friends, the cheers of the
crowd, made it impossible to hear oneself speak. Added to this
were the heat and the dust, and one can picture the scene : it
was like a Derby day at Epson, but without the vulgarity <>f
the latter.
On the next page will be found a sectional chart showing the
gradients, &c, on the route, together with the bridges, level
crossings, &c.
* 2 «'3
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446
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
TAro' »t, 1897.
At nine precisely the signal to start was given, and No. 2, a
moto-cycle (A. Buisson), crossed the line ; this was followed
by others at intervals of 30 seconds. The scene was now one of
great animation and excitement, and soon the avenue was seen
A special train had been chartered to convey the members of
the Automobile Club and their guests from Paris to St. Germains,
and from thence to Dieppe. Soon, after Rouen was reached it
became a question whether it would arrive at Dieppe before
THE PARIS-DIEPPE GRADIENTS.
Alt
Lev
Hoc
Bri
Bri.
to contain a Ion:,' line of rapidly-moving vehicles, the whole lot
being despatched by M. Aubry in leas than half an hour. As
far m p-Miihle the cars were sent off in numerical order, but
Home did not arrive in time, and hence had to wait..
the motor-cars, and the driver, to ensure this, put his lever
another notch forward ; the poor old automotor — she was 30
years of age — could not stand this very unusual proceeding, and
something gave out. A long deity ensued, till a mail train
Digitize.
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Avovbt, 1897.]
THE AUTOMOTOR AND HOUSELESS VEHICLE JOURNAL
447
appeared and gently pushed the benighted "special" to its
destination nearly an hour late, and fully half an hour after the
first motor-car, a Bollee, had arrived. This unfortunate delay
marred somewhat the reception of the vehicles, and much
vigorous protest was indulged in against the directors of the
Western Railway Company, more especially from those who,
having been unable to catch the special, had to take the
ordinary train, which occupied only, six hours in traversing
some 95 miles. A truly remarkable performance which we
understand is repeated daily at intervals on that happy
railroad.
The following table gives the times of departures, and arrivals
of the motor* at Dieppe : —
The run to Dieppe wag uneventful as regards accidents, the
most serious being the capsizing of a Bollee voiturette, which
was owing to bad steering. There were a few minor mishaps
arising from slack joints, but, speaking generally, all the motor*
No.
Time o
f departure,
m. s.
Time
of arrival.
Time occupied
(corrected).
h.
h.
in.
8.
h.
in.
8.
45
9
11
30
1
25
3
4
13
33
40
9
10
30
1
30
4
4
19
34
12
, »
8
0
1
46
31
4
38
31
42
9
U
0
1
47
0
4
36
0
29
9
G
30
1
52
4
4
45
34
37
9
7
45
1
38
0
4
45
15
43
9
11
15
1
53
10
4
41
55
22
9
6
15
1
54
0
4
48
12
27
9
6
15
1
55
36
4
49
48
05
9
19
30
2
9
39
4
50
9
25
9
6
0
2
10
5C
5
4
56
17
9
5
15
2
16
46
5
11
31
19
9
5
30
2
17
26
5
11
56
20
9
5
45
2
23
7
5
17
22
7
9
2
0
2
29
9
5
27
9
49
9
5
0
2
30
3G
5
25
26
59
9
16
33
2
33
5G
5
27
26
46
9
12
0
2
37
48
5
25
48
fi9
9
19
0
2
37
56 ■
5
18
56
58
9
1G
0
2
43
46
5
27
46
18
9
5
15
2
46
30
5
41
15
15
, . 9
5
30
2
49
57
5
41
27
3
! 9
0
30 ,
2
50
14
5
49
41
2
9
0
o :
3
3
11
6
3
11
52
9
14
o !
3
12
13
5
58
13
47
9
G
30
3
19
27
6
12
57
26
9
6
30
3
19
29
6
12
59
28
9
10
0 !
3
32
11
6
22
11
13
9
4
0
3
35
36
6
31
36
57
9
15
30
3
42
43
6
27
13
53
(not taken)
3
48
42
6
„
»>
4
53
13
51
,,
..
5
55
31
U3
«i
5
59
4
24
».
>*
5
59
11
55
»
"
fi
31
0
Just at the entrance of the Port of Dieppe, and close to the
Western Crucifix which, with the eastern one, forms such a
quaint and picturesque feature of the port, a large tent about
10i> feet long by 50 broad had been erected and gaily decorated
with flags and lit by arc lamps. This tent was for the
accommodation of the motor-cars on their arrival. Men were
here placed by the municipality to assist as cleaners and
hel|>ers. A large mound of sand and the local tire appliances
were provided for possible contingencies, and it says very much
for the intelligence displayed in the handling and use of such
large quantities of motor-naphtha as was involved in running
so niauy vehicles, that no accident whatever occurred. We
attribute thw largely to the superior technical education given
in France to the artisan classes.
On arrival at Dieppe the motor-cars, escorted, or rather
followed, by a most enthusiastic crowd, proceeded to the tent
and were subjected to a very necessary cleaning process, all
of them being covered in dust.
Fiq. 1.
ran splendidly. At one time the race seemed to have resolved
itself into a contest between a Bollee and a Panhard carriage,
but at Arcquos-le-Bataille the former broke down owing to a
defect in the ignition tube, and it had to abandon the contest.
Fio. 2.
The honour of victory nevertheless remained with another
Bollte, viz., No. 45, driven by M. Jainin, who rode with
remarkable verve and skill. This gentleman arrived in 4 hours
13 minutes 33 seconds, being followed a few minutes later by the
2 is 4
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448 THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Ahofst, 18W.
% De Dion steam brake. The next arrival was M. Charron on I section. Class A. the first, and second nrizes went to MM.
Comtk Albert dk Dion (Vice-President of the Automobile Club of France).
minutes 34 seconds on
the journey, or at the
rate of 24-5 miles per
hour, while in Class 1), the winner was M. Courtois, who drove
a Delahaye wagonette, which did the distance in 5 hours 58
minutes 13 seconds, or at the rate of 17-7 miles |>er hour. It will
thus lie Heen that the performances are remarkably good. To
analyse them and appreciate them fnlly we require to know the
horse-i>ower developed, weights, and other particulars, of which
it is extremely difficult to obtain reliable information, and what
is available is not too reliable. Thus the steam wagonette of
Count de Dion is officially quoted as being of 6i horse-power,
but it is easily seen that the actual horse-power must be nearer
20. In view of this absence of accurate data we have not
thought it necessary to describe the vehicles at length, more
especially as most of them have already been described, and in
most cases illustrated, in our columns.
The prizes were awarded as follows: — In the moto-cycle
opinion oi tnose con-
versant with the art of
carriage building this
brougham is the best example of the application of an oil
motor to a private visiting carriage that has vet been produced.
In the evening there was a banquet given by the Baron
de Zuylen at the Casino, the English delegates being specially
invited, and which was attended by several of the lead in;;
inhabitants and most of the chauffeur* who had taken part
in the race. On the following day, Sunday, the 25th, theiv
was an exhibition of the motor-cars, the various prize
winners each received a silk banner which was attached to
the respective cars, and thus adorned they careered round
the Marine Promenade and paraded the entile town at ;i
speed which would deeply shock some of our provincial
Humbles. Notwithstanding the crowds, no accident occurred,
the motors being under perfect control. It was a very 6ne
sight to see so many motors so well handle:| and for the
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August, 1897.]
THE AUtOMOfOR ANb HORSELESS VEHICLE JOUMAL.
44'J
most part presenting a very smart appearance. In the
evening there was another banquet at the Casino, followed by a
concert and ball. At the banquet 150 guests were present,
• including M. Roger, the Mayor of Dieppe ; M. HendKi, Prefect of
Fig. 4.
Lucenski, Aubry, the delegates from the Self-Propelled Traffic
Association, De Bouton, Avigdor, Boll6e, &c, &c.
There were the usual speeches of an enthusiastic description
in favour of autoniobihsin, M. J. H. Aubry proposing the
Fio. 3.
the Seine-Inferieure ; the Baron Zuylen de Nyevelt, President
of the Automobile Club of France ; Comte Albert de Dion, Vice-
President of the Automobile Club of France ; MM. Breton
(Depute), Lee-Jortin (Dieppe English Consul), Jubault, de
health of Sir David Salomons and the members of the Self-
Propelled Traffic Association, in which he asked the chauffeurs
to drink to the health of their English colleagues. He then
added, in English: — " Gentlemen, we are very nappy to drink
in your presence to Sir David Salomons's health, to yours, to
the members of the Self-Propelled Traffic Association, and to
the spreading of our common ideas and feelings all over the
United Kingdom."
As will be gathered, the Paris-Dieppe competition was a huge
success, reflecting credit on all participating in it, and it was
fittingly concluded by festivities which were, if anything, on
a rather too extensive scale. The greatest courtesy and
cordiality were manifested towards the English visitors, who
one and all came away with the impression of having had
a most instructive and pleasant visit. • It only remains for
us to congratulate the municipality of Dieppe, the Automobile
Club, and our contemporaries Let Sports and Le Figaro
u]x>n the success which has deservedly attended the com-
petition. We do not, however, congratulate La Compagnie de
I'Ouest. When so many have facilitated our task and rendered
it pleasant, it were perhaps invidious to mention names, but we
cannot conclude without expressing our sense of the services
rendered us by MM. Aubry, Jubault, and De la Rue. For
ourselves we are glad to have assisted in doing some little thing
towards building up Ventente cordiale between France and Great
Britain which we trust may never be disturbed.
The illustrations which appear in connection with the Paris
Race are : —
Fig. 1. The carriages in the early morning at St. GermaiiiH
taking up their positions opposite thair numbers fixed on the
trees.
Figs. 2 and 3. The vehicles being started by M. Aubry.
Fig. 4. Breakdown of the special traiu carrying the members
of the Automobile Club, &c
The Manchester Steam Users' Association. — At a special
meeting of the Committee of Management of the Manchester
Steam Users' Association, Mr. C. E. Stromeyer, Graduate of
the Royal Technical College at Aix-la-Chapelle, Member of the
Institution of Naval Architects, Associate Member of the
Institution of Civil Engineers, Member of the Institution of
Mechanical Engineers, Member of the Institution of Engineers
and Shipbuilders in Scotland, and Engineer Surveyor to Lloyd's
Register, Glasgow, was appointed Chief Engineer in succession
to the late Mr. Lavington E. Fletcher..
Water required for Condensation. — The amount of water
required thoroughly to condense the steam from an engine is
dependent upon two conditions, the total heat and weight of
the steam and the temperature of the injection water.
Generally stated, with 26 inches vacuum and injection wateV
at ordinary temperature— not exceeding 70° F.— from 20 to
30 times the quantity of^water evaporated in the boilers will be
required for the complete liquefaction of the exhaust steam
from an engine. Our American contemporary, Power, gives the
following formula to estimate the value of water for condensing
purposes under any specific conditions :— Given, I = tempera-
ture of injection water ; D = temperature of discharge water ;
S = total heat — sum of sensible and latent heat — of the steam
at the pressure at which it leaves the engine. This varies from
1140 to 1158 units, as the terminal pressure is 10 lbs. or 30 11 is.
absolute ; it may, however, be taken as 1150 for ordinary
g T\
purposes. Then - = unit weight of injection water
required per unit weight of steam. Example, I = 70" F. ;
D = 110° F., with a vacuum of 26 inches; S = 1150 units
of heat. Hence U^°~ U0 = 26. That is, the weight of
the injection water required will be 26 times the weight of the
steam exhausted.
2 u
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•450
THE AUTOMOfOR AND HORSELESS VEHICLE JOURNAL
f ACGtJST, 1897.
COMPRESSED AIR LOCOMOTIVES IN
NEW YORK.
parallel rods direct t«> the crank pius of the driviug-wheels,
which are four in number, 26 inches in diameter, miming on a
wheel base of 7 J feet. — The Engineer.
Two compressed air cars are at work experimentally in New
York. The air is first compressed by a steam-actuated air com-
pressor, which is compounded in three stages, from which the
air passes through a cooler and dryer, and is accumulated in
a nest of Manuesmanu steel flasks, which are all connected in
multiple by a aeries of headers or manifolds, in which stop
valves are placed for controlling and confining the air to be
stored at a maximum pressure of 2,500 lbs. per square inch. A
pi pe leads from this air
storage to the car house
charging stand, placed
alongside the track,
which consists of a
copper pipe in three
sections, having a con-
trolling valve and
flexible joints and a
charging nozzle at the
end. After the car has
been connected by in-
serting the nozzle in a
pipe at the side of the
car track, the charging
valve is opened, and
contents of the station
storage flanks admitted
until the desired
pressure — 2,1)00 lbs. per
square inch — is regis-
tered by the car storage
gauge. At the same
time the car is being
charged with air,
another nozzle is intro-
duced to the heater
connection, and live
steam from the boilers
is admitted, until the
temperature registered
is about 300s F. The
air storage reservoirs
on these care have a
capacity of 51 cubic
feet, sufficient to run
the car 18 to 20 miles
continuously, or from
14 to 17 miles, making
the stops incident to
ordinary street railway
service. Between the
flasks and the motor is
placed a small tank
containing 6 cubic feet
of water, which is
heated as before de-
scribed. In operation,
the compressed air,
after passing through a
reducing valve and
being lowered to 150
lbs. to the square inch
- the working pressure
—circulates freely through the hot water, and a mixture of heated
air and vaporised water passes to the motors, working expan-
sively, the terminal pressure being so low as to cause no sound
in exhausting the an*. The motor mechanism consists of two
simple link-motion reciprocating engines having cylinders
7 inches in diameter and 14 inches stroke, with valves" cutting
off at from -r-n to -Jf, and applying the power by connecting and
THE SUPPLY OF PETROLEUM TO
MANCHESTER.
M. J. H. Avbbt.
(Organiser of the P:iris- Dieppe race, editor of Lei Spo.tt, and groat grandson
of Cugnot, the inrentor of the first steam carriage, which is now
in the Paris Museum of " Arts et Metiers.")
["England ainl Prance look to the future of automobillsm as through
looks through the big etui and sees carriages little, and light, ami
the small end and sees heavy, and strong, and steady. We complete each other
An important business, entirely new to Manchester, but
common to nearly all other large seaports, will shortly spriuy
up on the banks of the Ship Canal below Mode Wheel Locks —
namely, the iiu]x>rtation
and storage of cargoes
of oil in bulk, says
the Chemical Trade*
Journal. Since the
opening of the canal,
consignments of mineral
lubricating oil, petro-
leum, &c, have been
imported to the Man-
chester docks in
steadily - increasing
volume, but owing lo
the absence of accom-
modation for dealing
with oil carried in tauk
steamers, all such con-
signments have arrived
in barrels. Notwith-
standing this drawback,
last year's shipment of
oil to Manchester, by
way of the canal,
amounted to 17,44!>
tons, as compared with
8,155 tons in 1895, and
there is no doubt that
if storage tanks had
been available the iru-
Cortiition . would have
een much larger.
There are already two
large oil tanks which
have been erected by
the Manchester Cor-
poration Gas Committee
§ on a piece of ground
adjoining the Foreign
Animals Wharf at Old
Trafford. They will In-
used exclusively by
the committee for their
own purposes, and it is
expected that about
20,000 tons of oil will
pass through them
every year. This will,
of course, be imported
in tank steamers from
America or Russii. A
development of even
greater commercial im-
portance is, however,
the establishment of
similar dep6ts for oil imported for general use. Two large
tanks for the Liverpool Oil Storage Company are now in
course of erection on the Old Trafford side of the canal, and it
is said that this Company is making preparations for dealing
with a trade of 60,000 tons per annum. It is stated, also, that
several acres of land on the opposite side of the canal have been
purchased by a Russian oil syndicate, which intends to construct
>pera-glass. France
looks through the big end and sees carriages little, and light, ami' «|>eedy ; Knglaml through
the small end and sees heavy, and strong, and steady. We complete each other : business
ami pleasure resume life." — J. H. A.]
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TttS AUfOMOTOR AtfD LtORSELESS VEHICLE JOURNAL.
451
similar tanks, and expects to do an equally large business. A
local linn has already established an oil manufactory near Mode
Wheel Locks, and tiie Oanal Company is to construct suitable
wharves on both sides of the waterway.
THE AUTOMOBILE CLUB OF GREAT
BRITAIN.
Upon the invitation of Mr. Frederick R. Simius the first official
meeting of the above-proposed club was held on Tuesday, the
10th inst., at the suggested club premises, No. 4, Whitehall
Court, Thames Embankment. Although the original purpose
of the meeting was to appoint officers of the club, pass the
regulations, &c, the Hon. Evelyn Ellis (Chairman) stated that
for the moment it was premature to go into details, either
financial or otherwise, or to discuss other matters in regard to
the pro|>osed club. The only question that need then be
entered upon was the securing the premises for 12 mouths,
whilst the club itself was being formed. Mr. Simms, he was
glad to announce, was prepared to guarantee the rent and
expenses for the first year, and also the preliminary expenses in
regard to the formation of a Company for carrying on the club*.
Mr. J. B. Purchase was appointed solicitor, and was instructed
to register by October next the Automobile Club of Great
Britain, either as a Limited Liability Company, or preferably
as a Company limited by guarantee to £1 each subscriber, and
it was arranged to adjourn the meeting to some time in
October, when all the details, &c, would ue fully laid before
those attending. Among those present were Earl Galloway,
Gen. Sir Arthur Ellis, Hon. Evelyn Ellis, Col. Lea, Messrs. E.
Elieson, C. Heyermans, Hiram S. Maxim, Walter Arnold, A.
Cornell, A. Fairlie Allingham, Robert Beadon (on behalf of P.
E. Singer), J. H. H. Berkeley, J. D. Roots, Arthur E. Heming,
E. E. Sherwin Holt, J. B. Purchase, &c.
The Noise Made by Petroleum Burners. — Mr. J. S. Bickfordt
"f Camborne, Cornwall, in writing to a contemporary, says : —
" This noise has been certainly a great obstacle to the use of
lietroleum for steam raising, but it is an objection which can no
longer lie urged with justice. I am willing to supply on
approval to anyone of good financial standing petroleum burners
capable of consuming any quantity of oil per hour with coni-
|Ktrative silence. No doubt some of your readers will smile at
' comparative silence,' but I cannot claim absolute silence. The
burner makes very much the same noise as a gas tire, only.
alightly more so. Degrees of noise are very difficult to express
in writing, but some idea can be gathered of what is intended
by 'comparative silence' when it is said that a conversation
«in be canned on in an ordinary voice across one of these
burners whilst it is consuming more tliau one gallon of oil per
hour."
The Storage of Carbide of Calcium.— Since the Order in
Council of February 26th, 1897, in virtue of which certain parts
of the Petroleum Acts, 1871 to 1881, were applied to carbide of
calcium, the question of the expediency of exempting small
quantities of this substance from the operation of the order has
occupied the attention of the Home Office, and the Secretary of
State, having been advised- that such exemption might be safely
extended to quantities of carbide of calcium not exceeding 5 lbs.,
when kept in separate, substantial, hermetically-closed metal
vessels containing not more than 1 lb. each, an Order in Council
was made on July 7th, authorising the keeping of not more than
5 lbs. of carbide of calcium in vessels as above described without
a licence, and the orginal order of February 2<>th has been
amended accordingly. The amending order appeared in the
London (lazetti of July 9th. It is to be observed that where
the carbide of calcium is not kept in vessels as above described,
no quantity may be kept without a licemte.
CONTINENTAL NOTES.
The Messageries Maritimes Company have lately acquired an
electric launch built by an English firm for service in the East.
We understand that M. Hospitaller, the well-known French
electrical engineer, is preparing a work on electrical auto-
mobilism.
The petition against the proposed tax upon automotors which
has been lying at the office of Let Sports has so far received
18,300 signatures.
Wk regret to learn that the motor-car factory of M. Roger
et Cie., of Paris, has been partially destroyed by fire. The loss
is, however, covered by insurance.
The Northern Railway of France is trying various systems of
automotors. It has for its postal and local services steam motor-
cars on the Serpollet system and Petro motors on the Panhard
and Levassor systems.
♦
There is being constructed in France an automotor carriage
which will be 2-1 feet 6 inches long by 8 feet by 8 feet. It will
comprise three separate apartments — a dining-room, kitchen, and
conveniences ; it will be hauled by a De Dion and Boutou
tractor of 30 H.P.
The new Berlin Omnibus Company, says the Elektroteehnuviic
Zeitgchrift, intends to run a trial accumulator vehicle, and the
order for its manufacture has already been placed. It is to be
of the same size as an ordinary omnibus, with seats on the roof,
and the cells will be placed both under the inside and outside
seats. The cells will be charged after every two journeys.
A French conteni|)orary devoted to automobilism has been
quoting rapturously about a certain Mile. Christiane, who, we
are pleased to hear, rejoices in being a " blue-eyed blonde with
carnation cheeks " and a " Parisienne of Paris," who has, to
employ the English vernacular, "chucked the bike" for
a motor-car, because the latter is more fashionable. We
rejoice to hear it.
--— 4
The directors of the Conipagnie G6nerale des Voitures a Paris
state in their rejiort that it is their intention to transform a
number 6f their cabs into auto-cabs, and that they prefer the
use of electricity to petroleum for propulsion. According to the
Eclair, 50O electrically-driven cabs of different types were to
have been on the streets of Paris on July 1st ; a fortnight after
{ one type was to be chosen as most suitable, and the work of
I transformation of all the cabs will be begun immediately, and
! completed in lets than a year.
Among recent additions to the membership of the Automobile
Club of France we notice the names of W. Worby Beaumont, Esq.,
M.I.C.E., &c, Mr. Boveton Redwood, jun., and the Hon. C. S.
Bolls. This latter gentleman is an ardent automobilist and is
one of our most experienced amateurs. He is at present
entered as an " undergrad." of Cambridge, and has wisely gone
in for the engineering course. He will thus in time become an
authority upon automobilism. Mr. Rolls has lately purchased
the four-seated Panhard and Levassor voiture, of 8 H.P.,
which was the winner of the Paris-Marseilles race, it having
covered the distance of 1,077 miles in 67 hours 42 minutes, or
an average speed of 1.V6 miles per hour.
2 ii 2
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452
?&E AUfOMOfOR AND BORSELESS VEHICLE JOURNAL
[-August, 1897.
LES POIDS LOURDS
OR
THE
HEAVY-WEIGHT MOTOR-CAR
COMPETITION.
While it has been very generally recognised that under certain
elastic and easily-fulfilled conditions, light vehicles could be
moved by other than animal power with a considerable measure
of success and economy, it has been doubted whether it would
ever be a commercial possibility to replace horses for the traction
of heavily laden wagons. Indeed, not a few people have loudly
proclaimed that in
vehicles of the usual
dimensions, it would
not be possible to in-
clude the motive
machinery and the
usual load, especially
if the latter was at
all bulky. It has been
forgotten that, as we
pointed out in a recent
issue, the effective
length of any horse-
drawn vehicle or the
length of the space
occupied must logi-
cally include that
space occupied by the
horses, because, if
these be removed, the
motive power departs.
All doubts on the
question may now be
said to have been
removed by the heavy
motor-car trials that
have lately taken
place in France under
the auspices of the
French Automobile
Club. These trials
were, in fact, the out-
come of much unin-
formed and crude
opinion expressed iu
various ways by
various persons and
journals both in this
country and abroad ;
and at one time it
seemed not improb-
able that, owing to
such uninstructed opinion, automobilism would be relegated to
the background as a harmless relaxation of the leisured classes.
On the other hand, there was the accomplished facts of the early
English pioneers in heavy horseless traction, and it was rightly
urged that with modern material and the use of higher steam
pressures, space and weight taken up by the motive machinery
several officers to attend and report, while the German military
officers attached to the German Embassy evinced great interest
in the trials. It is no secret that the military authorities enter-
tain a high opinion of the possible utility of a well-designed
and powerful tractor for operations in the open country.
Steam, however, is not favoured for the motive power but
petroleum is preferred. The Self-Propelled Traffic Association
sent over a delegation consisting of Mr. W. Worby Beaumont,
M.I.C.E., Cantor Lectureron Horseless Traction ; Mr. H.Hartley
West, M.I.N. A., M.I.C.E., Naval Architect and Consulting
Engineer ; Mr. A. W. Barr, Secretary ; Mr. Shrapnell
Smith, Honorary Secretary Liverpool Branch. There were
also present, though unofficially, Sir David Salomons, Bart.,
and Professor Boverton Redwood, F.I.C., &c, President
and member of Coun-
cil respectively of the
S. P. T. A. Among
others present were
Mr. Sydney Law son
(of Birmingham), the
Hon. C. S. Rolls (of
Cambridge), Mr. Red-
, wood, jun., Mr. A.
Hopkins, Mr. H. Pope
\ (repiesenting Colonel
Pope, of the Pope
Manufacturing Com-
pany, U.S.A.), and
; Mr. G. H. Little
(technical editor of the
Automotor). The
place selected for the
trials was Versailles,
near Paris, and as
will be seen a better
one could hardly have
I been chosen, as the
1 gradients are many
i and steep, and the
country roads much as
country roads usually
are.
! M. Paris Singer
manifested his interest
in the competition by
depositing the sum of
5,000 franca with the
Automobile Club of
France for the pur-
chase of medals, &c,
for distribution among
the competitors.
The trials took place
on August 5th, 6th,
1 7th, 9tu, 10th, and
11 tli, and were con-
ducted by a Technical Commission appointed by the Auto-
mobile Club, under the presidency of M. Forestier, Com-
mander of the Legion of Honour,' and Engineer-in-Chief of
that admirable branch of the French Service, Les Pouts et
Chaussees. The members of the Commission were MM. Franck.
Courtois, Pilon, Audibert, Boyer-Guillon, Mery Picard, David,
M. FoKESTIED.
(Comiuandeur Legion d'Honneur, Engineer-in-Chief Les Ponts et Chaussees,
President of tlio Poids Lourds Technical Commission.)
could be reduced to a relatively small proportion of the total j Dalifol, Daniel Auge, Frontin, Despiuois, Longuemare, Ferns.
capacity and weight. In order to ascertain the actual possibilities
of heavy motorcars, the French Automobile Club inaugurated
a series of trials to take place early in the present month at
Versailles. These trials were of a purely technical and prac-
tical character, and although, of course, speed was an impoi tant
element there was no premium placed on it, or, in other words,
there was no racing ; hence the competition did not attract that
notice on the part of the general public as did the Dieppe and
Trouville contests, but was followed very attentively by those
who are more seriously interested in heavy motor traffic. Thus
the French Minister of War appointed Lieut.-C'ol. Laval and
Several gentlemen voluntarily undertook the office of technical
observer. They were MM. Vinet, Rueff, Vedovelli, Raymond,
Victor Popp, Gastyne, De Rouvre, Drion, Pigornet.
The principal points to which the Commissioners were to
direct their attention and to which they were to give due
appreciation were : —
Smell and noise of exhaust ;
Visibility of exhaust vapour, particularly in the case of
steam ;
Vibrations ;
Ease of suspension ;
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August, 1897.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
453
Noise made by the machire in motion ;
Degree of comfort of the vehicle ;
Dost and dirt made by working the motor ;
Power of the motor, facility of steering ;
Cliange of speeds, whether easily accomplished or not ;
Ability to stop and start on inclines ;
Necessity or otherwise of going backwards in order to obtain
momentum in mounting an obstacle ;
Necessity or otherwise of lightening the vehicle when
starting ;
Efficiency of brakes for stopping on and descending gradients ;
Lubrication :
Proper capacity of bunkers and feed tanks ;
Seizing of the machinery ;
Breakage of any part ;
Leakage of steam, feed water, or fuel ;
Condition of feed pump ;
Pressure gaug<>, and in oil-motors condition of ignition
apparatus ;
Regularity of explosions and feed ;
Proper circulation of cooling water ;
Supply of oil, how carried.
It will be seen that the Commissioners had to report upon
every detail, aud hence the trials may be regarded as the most
searching that have yet taken place. It is, however, to be
regretted that the Commission did not cause to be issued with
each entry a small dimensioned sketch giving full particulars
as to weights, power, speed, &c.
Description of the Vehicles.
We regret that, owing to the extreme disinclination on the
part of the builders of the various motor-cars to furnish us with
working drawings and details our description of the motor-ears
is necessarily imperfect and incomplete. This reticence to
impart information is hardly calculated to impress possible
purchasers, and we fail to see that any useful object is gained
thereby ; there is nothing secret about motor-car design as
there is, or was, about torpedoes, and a good design appearing
in the technical Press would most likely, as it often does, lead to
business. However, we must content ourselves with such
particulars as we have been able to obtain. As will be seen
from the following table, 15 vehicles were entered for the
trials : —
The first three are trains on the Scotte system, the dis-
tinctive feature of which is a motor-car, itself conveying goods
or passengers, hauling another car. There is nothing at all
remarkable about this system either in the general design or
the application of the motive power. The motor-car is a
4- wheeled one carried on a channel iron frame and supported on
the axles by ordinary plate springs. The wheels are very heavy
and massive, but notwithstanding this they show evident signs
of stress. We may as well here remark that we observed this
in the wooden wheels of all the heavy tractors. To transmit
some 25 to 40 H.P. through a built-up wooden structure, such
as a wheel, passing over rough roads, is in our opinion a mistake,
and shows a lack of appreciation of the intensity and direction
of the stresses transmitted and the strains produced. The front
part of the motor-car consists of tanks which form the bunkers
and feed tanks ; behind these are placed the boiler on the left
and the engines on the right. The boiler is a modified
" Field," working at about 10 atmospheres, or 142 lbs. per square
inch, and has, we should say, about 120 square feet of heating
surface. The motor is a two-cylinder vertical non- condensing
engine, on the shaft is a sprocket wheel and chain which drives
a second motion shaft, which, in its turn, drives by similar
means the rear wheels. Steering is effected by worm-gearing
actuating the front axle through a toothed wheel. No. 1, Fig. 1,
is a train for passengers, and consisted of a motor-van and a
trailing passenger van. In the motor-van there is seating
accommodation for 14 persons. The trailing van has three
compartments : the one in front being for baggage, &c, the
middle one for 12 passengers, and on the rear platform there
is room for six more. The motor gives off about 16 H.P. when
running at 400 revs., the steam pressure being as before stated,
the speed attained on a good road being 12 to 14 kilometres,
or from 7£ to 8£ miles per liour.
Train No. 2 is a goods train, composed of a motor-van,
which carries 2,500 kilos. = 5,500 lbs., and a wagon which can
carry 9 tons, the total weight carried is thus nearly 12 tons.
The boiler and engine are similar to the foregoing, the bunkers
have a capacity for 440 lbs. of coke, and the feed tank holds
176 gallons of water. This train can go from 10 to 18 miles
without replenishing, at a speed of from 4 to 6| miles per hour,
depending upon the road.
Train No. 3 consists of a motor-car and passenger omnibus
with seating capacity for 24, and a baggage capacity on the
roof of 800 lbs. * .
No. 4, Figs. 2 and 3, is a steam omnibus by Weidknecht, of
Official
No.
Builder.
4
5
«
7
8
9
10
11
12
13
14
15
I
Scotte
Weidknecht
Oaudon
Le B'ant . .
De Dietrich
Panhard
Anglo-French Co. .
he Blant . .
Dion et Bouton
»» •
Maison Parisienne
Description.
Motor-car and trailing-car {
for passengers.
Motor-car and trailing-car I
for goods. !
Motor-car for goods and p
passengers.
Omnibus
Cart
Brake I
Motor and truck
Cart
Type of Motor
and Rated Power.
Steam, 1G lip.
,. 16 „
„ 16 „
„ 34
„ 10
„ 12
„ 60
Petroleum
Omnibus
Parcel van
Motor-car and omnibus
Tractor
Omnibus
Char-a-banc . .
C4 h.p.
.. 12 „
., 10 „
Steam, 45 h.p.
i> 25 „
„ 25 „
Petroleum, 9 h.p.
Number
of
Passen-
gers.
Routes traversed on
32
12
30
10
10
20
1G
12
Weight
said to be
Carried.
2,112 lbs.
10-12 tons
660 lbs.
4 tons
1,100 lbs.
10 tons
2,640 lbs.
6G0 lbs.
1 ton
1,320 lbs.
5 tons
1,056 lbs.
792 lbs.
Aug. 5th I Aug. 6th
and 9th. , and 10th.
B
B
B
C
B
C
C
C
A
A
C
A
A
a
A
C
A
A
A
B
B
A
li
B
C
Aug. 7th
and lltli.
A
A
B
A
B
B
B
C
c
IS
c
c
A
N,B.— 1 top = 1,000 kilogs. = 2,200 lbs.
2 ii 3
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Aoocst, 1897.
Fig. 1 (Official No. 1).— 'Scottb " SrsTEM -Motor-Cab asd Tbailer.
Paris. As in the " Scotte " the forepart is occupied by the
boiler, motor, bunkers, &c. The boiler is a tubtilous one and
the working preasure being about 210 lbs. par spnre iuoh.
The motor is a three-
cylinder compound, and
can develop from 25 to
35 H.P., the engine run-
ning at 300 revs. Chain
gearing is used to trans-
mit the motion from
an intermediate shaft
which is driven by
pinions. The driving
wheels are about 5 feet
in diameter. The total
weight of the omnibus
is about d tons fully
laden, and the speed
attained varies from 7
to !) miles per hour.
Its appearance is de-
cidedly heavy and cum-
brous.
No. 5 is a steam cart
by Oaudon. The boiler
is a tu bilious one and
is fired by liquid fuel,
the motor is a four-
cylinder simple engine
which, when running at
350 revs., gives off about
10 H.P. The weight of
this cart when fully
equipped is about 3
tons, and it can carry
about 4 tons.
Tins motor-car did
not, however, run in the
competition, although
entered.
No. (5, Fig. 4, was a
Tje Blant brake for 12
persons. It was built
in 1892, and was the
winner in 1894 in the
contest inaugurated by
Le Petit Journal. It
has ljeen slightly altered
since then by the addi-
tion of a roof and
another seat. It is
driven by three-cylinder steirn motor hiving cranks 120 degrees
apart, working as a simple engine. On the crank shaft are
pinions carrying chain which transmits the motion to tli» rear
rr
Jfe£*/TCf£ffr- (71
Figs. 2 and 3 (Official No. 4).-Wkidknecht Motob-Cab (Elevation and Plan).
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Aitoust, 1897.1
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
4">5
wheels in the usual way. Steam at a working pressure of
10 kilos, per square centimetre = 142"2 lbs. per square inch is
supplied by a Le Blunt boiler which is a modified Serpollet.
At £50 revs, the power developed is about 12 H.P.
Both boiler and motor, together with the bunkers, tanks, &c,
are placed on the front of the car, the rear part being taken up
by four seats. On the roof 500 kilos. = 1 ,100 lbs. can be carried.
The wheels are of iron and are of heavy construction. The
carriage is carried, on springs in the usual manner. Steering is
effected by a hand-wheel which gears into the front horizontal
No. 10 was a Panhard and Levassor omnibus, constructed
to carry 10 passengers and their baggage, the latter on
the roof. There is a 12 H.P. Phoenix oil-motor, having four
cylinders arranged in the manner customary with this firm.
The water for cooling purposes is contained in a tank which'
holds sufficient (what this may be we are not informed) for a
run of 30 miles. The motor is geared for four speeds, and the
speed ranges from 2i to 9$ miles per hour. The total weight
is about 2£ tons.
No. 11 was a light parcels delivery van, made by the Anglo-
Fig. 4 (Official No. 6).— Le Blant Brake.
wheel surrounding the pivot. The weight of the car empty is
about 3,fi00 kilos. = 7,714 lbs.
No. 7 waR a Le Blant train, composed of a steam tractor,
Kig. 5, towing a goods-wagon laden with 10 tons of ballast.
This train is intended for the mineral traffic. The engine is a
two-cylinder one fitted with Walschaert valve gear, and works
with steam at a pressure of 10 kilos, or 142 lbs. per square
inch ; at 180 revs, per minute it develops 60 H.P.
No. 8 was a Bollee oil motor-wagon built by the De Dietrich
Company, and is designed to carry a load of about 1 ton or more
at a speed of 9| miles and on moderate grades at 3^ miles.
French Company, of Birmingham and Paris. It is driven by a
horizontal motor having two cylinders, and develops about
10 H.P. As we hope to describe this car, with drawings, in
our next number, we need not now further lefer to it, except
to say that this van will cany about 1 ton of goeds and sctnicd
to be well adapted for its purpose.
Although entered for the competition, at the last moment
was withdrawn.
No. 12 was a Le Blant tractor, built in 1894, attached to an
omnibus, Fig. C, having a seating capacity for 24 and a baggage
capacity of 600 kilos., or 1,320 lbs. The motor is a wo-cvlinder
2 II 4
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4H6
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [ArorsT, 1897.
engin
inchei
gear,
140 11
feet a
the cr
ah or
about
No.
BouU
Wheel
Otlttl€
lated
which
thofr
tanks
&c. ;
close I
Boil to
steam
inch
horizo
neath
crank
of a
gearir.
stead
direct
loose
axle
which
of the
the w
ruent
appar<
of th
wood,
mistal
the v
Fig. 5 (Official No. 7).-Le Blani Tbactob.
engine a bye-pass valve is
fitted whereby high pressure
steam can be at will admitted
to the low-pressure cylinder.
When running at 600 revs., the
engines develop 25 H.P., and
the speed is about If miles.
The bunkers will hold four
hectolitres of coke and about
100 gallons of water, sufficient
for a run of 20-21 miles.
No. 14 was a De Dion
and Bouton omnibus, seating
14 passengers. The arrange-
ment of the boiler and
machinery is similar to the
foregoing example. The speed
is about 10^ to 11 miles per
hour, and the weight of the car
about 4j tons. A feature of
the De" Dion and Bouton
motors is the use of Cardan
joints, by which considerable
freedom of movement between
the driving and driven shafts
is permitted.
No. 15 was a char-a-banc,
built for the Maison Parisienne,
seating 12 persons, and driven
by a Benz motor of about
9 H.P. It can carry about
1 ton of goods.
A feature common to nearly
all these vehicles was the use
of brakes on the axles or hubs
1
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August, 1897.]
THE AUTOMOTOB AND HORSELESS VEHICLE JOURNAL.
457
Rocher de Caucale, which looks upon the Place d'Armes, in
front of the Versailles Palais.
Description of the Routes.
The nature of the Gradients on the various routes will be
seen by the accompanying profiles.
Three different routes Tying around Versailles were selected,
denominated respectively Routes A, B, and C. Route A was
from Versailles to St Cyr, Villepreux, Noisy-le-Roi, Rocquen-
court, St. Cloud, Porte de St. Cloud, Sevres, Viroflay, to
Versailles ; the total distance being 413 kilometres «= 256 miles,
of which 11 -20 kilometres, or 6'9 miles, was made or macadamised
road.
Routs A.
■ r
-8
-s
-8
-S
- bo , VERSAILLES
1* Fnszndait
1*1
Suiiji
S*Cyr
Its Muamaant
, TtmtyOiteta
m) ItTrvaMtrmn
<
m/^ Vittepnux
sReimeiaoaUn
~X* NoUyleBoi
Bailly
ftrtc de fUmtawi
Boulogne
F? Garches
S^-Cioud
lleneuve
Sk.
^Manufacture
Sevres
la Pemme tar.a tftt
Sat Chtville
Bis Virtfliy
Grille de Versailles
VERSAILLES
Route B was Versailles, Ville d'Avray, St Cloud, Suresnes,
Puteux, NeuiUy, Porte Maillot, back again to Rueil, Pecq,
Saint-Germain, Marly-le-Roi, Rocquencourt, Versailles ; the
total distance being 45-9 kilometi-es, or 28 "35 miles, of which
but 3*47 miles was macadamised or paved.
Route C was Versailles, Satory, Port Royal, Danipierre, Bois
St. Robert, Cernay-la- Ville, Chevreuse, St. Reniy, Gif, Orsay,
Palaiseau, Igny, Jouy-en-Josas, Versailles ; the total distance
being 66' 1 kilometres, or 40'98 miles.
Signs and Scales.
Heights -2'V__
Level crossings — -—Jc™
Road under railway -^^fc^—
Road over railway » JLjL.
Bridge over river ... ^*»*ajL
.Scale, 2 mm.
,. 2 mm.
■ 10 metres for
heights.
- 1 kilometre for
distances.
At various points on the route were stopping-places for
taking on board fuel, water, &c, but. only 15 seconds at each
stopping-place was permitted.
From these profiles it will be seen that the routes are
distinctly hilly, and well calculated to test the qualities of
motor-cars. But one other condition was necessary to make
the test perfect, and that was mud ; and this was not wanting.
The first three days of the trials were cliaracterised by very
Route B.
■8
-S
S
.». VERSAILLES
-^T Rueii
^ r-o Suuon
t*> Chstou
\J , Vesinel
~~^ STGEtViAINarurt
-SS«C run M»rly
MARLY
Want
«j_3W«ivecitBjtts
Rocqomcoort
j hot dry weather, and the roads were miniature Saharas for
; dust, which was blown about in dense clouds, particularly near
Versailles, and this not only got into one's eyes and nostrils, but
! blowing into the exposed working parts of the motors, especially
' such parts as chains, &c., added to the severity of the tests. On
August 8th there was a good 12 hours' rain all over Paris and
its environs, and the roads, notwithstanding their general
excellence, made the going very difficult for the remainder of
the trials. Thus, then, the tests were very severe, and hence
I are of great practical value.
As we go to press we have not yet received the Judges'
report, and hence cannot give the official results. Any private
judgment on the performances that we might have formed
I would, unless based upon official data, be invidious ; we
I therefore withhold our criticism for the present. We mav,
■2 i
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458
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[ABOC8T, 1897.
however, say that, speaking generally, all the competing
vehicles underwent the trials in a very satisfactory manner,
.and completely demonstrated the feasibility and economy of
Roite C.
VERSAILLES
liMmien
Guyancourl
LAW REPORTS.
Traction-Engine v. Motor-Car.
At the Holt Petty Sessions, last mouth, Ephraim Allen, loco-
motive proprietor, of Cley, was charged with a breach of the
Locomotive Act at Briston, on July 5tn. Police-constable Dunn
said that on the morning of that day he saw a traction-engine.
Seeing no one in front of it, he stopped it and asked the driver
why he had not a man walking in front, as required by law.
He replied it was unnecessary since the alteration in the Act.
Witness told him he had no notice of such alteration, and bade
him conform with the regulations. He, however, rejoined he
knew he was right, and rode on. In the afternoon witness met
the same engine and driver near Melton Constable railway-
station. As there was no one in front of the engine he again
spoke to the driver, who again affirmed that there had been an
alteration in the Act. . Both of the places at which he met the
engine were dangerous.
The defendant said tliat with the driver and stoker he sent a
man to walk in front of the engine. His son told him that he
had heard that the Act had been altered. Defendant had
pressed him as to whether he was sure on that point, not
wishing to get into trouble.
Mr. C. W. H. Cozens-Hardy thought that possibly the son
was thinking of the Act passed last year with reference to
motor-cars.
The defendant admitted his responsibility, and the Chairman
advised him to know more about what Acts were passed. Fined
2». (id., aud 3». del. costs.
VERSAILLES
heavy motor traction. In our next issue we shall analyse the
data.
All interested in autoniotor.s should join the Self-Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.C.— (Apvt.)
Sir W. E. J. Vavasour's Failure.
At the Loudon Bankruptcy Court, on August 10th, the case
of Sir William Edward Joseph Vavasour, Bart., was on the list
of public examinations. The debtor, who is described as of
Alexander Square, W. ; Hazlewood, Tadcaster, Yorkshire ; and
Draycott, Stoke-on-Trent, has during the (tast twelve years
devoted the greater part of his time to the study of electricity,
and has invented various improvements in electrical appliances.
He has acted as the managing director of the Akester Electric
Motor and Accumulator Company (Limited), &c. By consent
of all parties the examination was adjourned until next
November.
Tyre Case.— Important Judgment against the
Dunlop Company.
Pneumatic Tyre Comi-any (Limited) v. Ixion Patent
Pneumatic Tyre Company.— On August 4th Mr. Justice
Wills gave judgment in this case, which was an action brought
by the Pneumatic Tyre Company (Limited) and the Dunlop
Pneumatic Tyre Company for an injunction against the Ixion
Patent Pneumatic Tyre Company, to prevent them from
infringing the Dunlop tyre patent which was granted to Mr.
Welch in 18!)0.
The chief feature of the Dunlop tyre, it was said, was that it
was saddle-backed with inextensible edges, and with wires that
held it rigidly in position. The alleged infringement consisted
of inextensible edges secured by a flat band of metal sewn into
a sort of pocket.
The defendants denied the alleged infringement, and con-
tended that the patent was invalid, inasmuch as the completed
tyre showed disconformity with the provisional specification.
His lordship held that the real question between the two
parties was whether the bands of the Ixion tyre really depended
upon tension, and on that point he had come to the conclusion
that whatever might be the other forces at work in the Ixion
tyre, the effective balance of force which held the tyre in position
was the power of compression or contractile force. He gave
judgment for the defendants on the issue of infringement and
in the action, and on the question of the validity of the patent
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
459
lie gave judgment for the plaintiffs. He directed that the
taxing master should tax the costs as if the defendants had
succeeded in toto, and then knock off one-third of the amount,
as the defendants had raised the question of the validity of the
patent.
THE LAW OF PRESS CRITICISM.
NEWCASTLE STARTS ANOTHER
MOTOR-CAR.
The recent action of Mr. Wicks, of Wicks' Patent Syndicate
(Limited), for alleged libel against the Financial Timet has been
the means of placing on the law records one of the most satis-
factory definitions of the duties of the public Press in regard to
the criticism of wild-cat schemes and other ventures when
offered for public subscription under the Limited Liability
Acts. Although we are not concerned to discuss the merits of
the value of these patents, it appears that the Financial Times,
having a full knowlege of the invention, very rightly placed
their opinion of the value before their readers, and we, with
the whole of the Press of the United Kingdom, rejoice in the
good tight fought by our financial contemporary which has
culminated in what will be a memorable judgment for all those
concerned with candid Press criticism. The duties of the public
Press could not be more clearly defined than in the words of
Lord Russell, the presiding judge, who during his summing-up
said : —
"This at least is clear — that when an individual or a company
goes to the public with such an announcement as this prepara-
tory, as it is admitted, to asking that indulgent public to
contribute money, and to contribute large sums of money, the
persons who take that step at once expose themselves to public
criticism. Nay, they invite public criticism, and it is not
merely the right, but I would go even further, and say it is
even the duty of a public journalist who purports to be interested
in and to advise the public upon financial concerns, to criticise
closely and severely, avoidiug misstatements of fact if they
involve libel— avoiding imputation of motives if they are not
able to justify them, but criticising thoroughly — aye, and I will
even add severely — the claims to public support which these
persons are making. If there ever was a time in which a jury,
in my judgment, ought to hold the shield of protection over an
honest journalist, who is honestly criticising the claims of these
promoters of companies to public support, this is the time. A
journalist who, for a sordid or interested motive, dishonestly
attacks ]>er8on8 or companies ought to come under the very
strongest and severest condemnation of a jury ; but the
journalist who, honestly desiring to do his duty, warns the public
to scan, and scan closely, the schemes that are presented to that
public, and in relation to which they are asked for large
pecuniary support, such a journalist deserves every protection
that the law can give him."
Although we, during our brief but successful career, have
without fear or favour criticised certain financial schemes which
have come within our sphere, we are nevertheless glad to
recognise the substantial good done by the Financial Timet in
obtaining, at what must be considerable cost to themselves,
such a very explicit and satisfactory statement of the law,
and one so useful and valuable to the Press at large.
looking vehicle shown in the illustration. The motor power is
steam, the steam generator being of the light water-tube
type, on an improved principle. In adopting the water-tube
type of boiler instead of the " flash " or '" Serpbllet " type,
Messrs. Toward and Co. state they have been influenced by
exhaustive experiments with both classes, and although there
are some good points about the latter they consider the balance
of advantage is so largely in favour of the former that they
have decided to adopt it in their motor-car machinery. A few
of the principal advantages which Messrs. Toward and Co. say
they find are " freedom from excessive heat, large reduction in
weight, great saving in time in first lighting and getting on to
the road, absolute reliability of steam , supply and pressure
under all conditions, economy of fuel, and economy of space
occupied." The boiler is 20 inches square and 24 inches
high, contains 55 feet of heating surface, and weighs 550 llw.
It is stated to be capable of evaporating 350 lbs. of cold
A fortjuoiit ago a new motor-ear started from the Ilaymarket,
Newcastle, for a run to Morpeth and back. The van was built
by Messrs. Harris, coachbuilders, of the Haymarket, to the
order of a company that owns a new proprietary medicine.
Like a traraear, it has a door at each end. The motive power
and driving gear were made by Messrs. Toward and Co., St.
Lawrence, Newcastle. The coachbuilders and engineers worked
to each other's hands, and their joint production is the smart-
Steaji Motor- Va* by Toward asp Co.
water per hour, and discharging it at 200 lbs. pressure on a con-
sumption of 1 lb. of coke for each \-2 lbs. uf water evaporated.
The evaporation required for driving the van at a speed of,
say, about eight miles an hour is about 100 lbs. an hour, at
100 lbs. pressure. There is thus a large excess of power at
command. The steam-engines are of the horizontal high
pressure type, and drive through an intermediate shaft with
differential gear and .sprocket wheels by chains to the two
driving wheels which have rubber tyres. The starting and
reversing levers, and steering handle, pressure gauge, &c, are
all arranged in front of the driver. The start from the Hay-
market was made at a quarter past two, the bridge at Mor-
peth being crossed at a quarter to four o'clock. The return
journey was begun at half-past six o'clock, and Newcastle was
reached a little after half-past eight o'clock, after a smooth
journey without untoward incident of any kind, the machinery
having worked without a hitch.
Naval Automobiliem.- The Thames Valley Launch Com-
pany, of Weybridge. have, we understand, delivered 14 electric
boats from their works since last September, two being foi
Chester, one for the (ioverimiciit. one for the Southport Cor-
poration, one for Llangollen, and others to different places on
the Thames, or elsewhere, for use on rivers, canals, lakes, &c.
■> i o
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460
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[August, 1897.'
NOW READY.
Order at once before it is Oat of Print.
THE AUTOMOTOR
AND
HORSELESS VEHICLE
Di&i<iJ and Note Bool^
FOB
1897.
PRICE 6d. POST FREE 7d.
CONTAINING :
Full Text of the Light Locomotives Act of last
Session, and all Regulations made in pur-
suance thereof.
Illustrations of Typical Carriages and Motors.
Valuable Formulae, Data, and Tables of infinite
service to all Users and Owners of Auto-
motor Vehicles, including:—
Hydrocarbons.
Properties of the Circle.
Temperature of Steam at High Pressures.
Strength and Weight of Various Materials.
Decimal Equivalents.
Practical Notes on Motor- Vehicle Tests.
List of the Leading French Manufacturers of Motor-
Carriages.
List of the Leading Limited Companies dealing, &c, in
Motor-Carriages.
List of Engineers, Carriage Builders, &c, taking up the
Motor Industry.
Results of Foreign Speed Trials.
Notes on Motive Power.
The Daimler Motor.
Working Bates, Size, Weight, &c, of Accumulators for
Traction Purposes.
Abel's Flash-Test Apparatus.
Ac, &c, &c.
ALSO
A Handy Diary (One Page to the Week) printed
on excellent paper.
It is simply indispensable to all interested in the subject,
and may be ordered of any newsvendor or bookseller,
price Qd,, or direct from the publishers —
Messes. F. KING & Co. (Limited),
62, ST. MARTIN'S LANE, LONDON, W.C.
NOTICES.
Contributions and articles likely to prove of interest to our reader*
trill receive due attention, but in all cases the name and address of the
writer must be given, not necessarily for publication.
All matter intended for publication should reach us not later than
the 10th of each month. Stamped envelope must be sent if the manu-
script is required to be returned. The Journal is published the
middle of each month.
All Advertisements should be sent to the Advertising Department,
F. Kino and Co., Limited, 62, St. Martin's Lane, London, W.C,
where Advertising Sales may be had on application.
The Annual Subscription is Is., including prepaid pottage to any
part of the world. Single copy Id., post free.
Cheques and Post Office Orders should be made payable to F. KINO
and Co., Lihitbd, and crossed London and Count// Bank; otherwise
no responsibility will be accepted.
SPECIAL NOTICE.
le
THE ACTOMOTOB AND HOR8BLB3S VEHICLE JOURNAL can
obtained from all Mbssbb. W. H. Smith and Son's bookstalls, and
the following Agents : —
London : Pottlb and Sons, 14 and 15, Royal Exchange, E.C.
Wholesale : Bhbtt and Co., 6, Pilgrim Street, Ludgate
HU1, E.C.
Birmingham : J. McCann, 37, Union Street.
Manchester : John Hetwood, Deansgate.
Newcastle-on-Tyne : C. C. Ross, 35, Side.
Paris : Homebb Mobbav, 97, Rue Nollet.
Victoria (Australia) : Phillips, Ormonde, and Co., 169, Queen
Street, Melbourne.
When any difficulty is experienced in procuring the Journal from
local newsvendors, intending subscribers can obtain each issue direct
from the Publishing Office, by forwarding remittance of 7s. for
12 months' subscription, post free (or at the rate of Id. per copy).
The Automotor and Horseless Vehicle
Journal.
A RECORD AND REYIEW OF APPLIED AUTOMATIC LOCOMOTION.
AUGUST 18th, 1897.
ANSWERS TO CORRESPONDENTS.
FREE BT POST 7d.
Wandbrwmdk (Amsterdam).— We regret to say No. 1 is entirely
out of print. You might possibly get one private y.
T H. (Preston).— We are sorry you had so much trouble. 1 here
should be no difficulty in obtaining our paper at Smith s
bookstalls. We would suggest you writing direct to the
firm's head office complaining of the matter, when it would
be sure to have immediate attention.
Tyre (Bolton).— The particulars you send read like a fairy tale,
and we must certainly decline to give publicity to the
details which you send until we have had an opportunity
of completely testing your statements. If correct you
evidently have a fortune before you.
Mechanic (londonderry).-If you apply to Jessop Browne,
City Wheel Works, 104, Great Brunswick Street, Dublin,
you will find he can supply you with exactly what you
waut. , . „ ■ , . ,
B L (Coventry).— It is useless to use packing for hign pressure
steam joints. Face up your joints properly and use copper
wire After steam is up give an extra squeeze in all nuts.
W W (Cardiff) —We have not heard anything further about
the steam motor- van you mention. Ask Thornycroft's of
Chiswick.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
461
F. K. — You will find an oil strainer in your tank a useful thing.
You can easily make it from wire gauze.
C. H. — Indicating an oil motor is a thing which requires good
manipulative skill and knowledge. Examine the piston.
W. P. (Birmingham). — We do not recommend rubber tyres for
heavy motor- vans.
R. G. (Newcastle-on-Tyne).— So far as we know the Elswick
firm have not made any military motor-vans. We under-
stand that the War Office is, however, watching the
development of motor-car propulsion, especially for ambu-
lance service.
T. A. (Hampstead). — Boilers for motor-cars are not subject to
Lloyd's or the Board of Trade surveys. We should advise
the construction to be under the supervision of one of the
large boiler insurance companies, who would assure you
against risk. No, the driver need not be certified.
AN AUTOMOBILE CLUB FOR GREAT BRITAIN.
We have received from Mr. F. Simms a letter which appears in
our correspondence column announcing the projected formation
of an Automobile Club for Great Britain. It is, of course, very
desirable that a club for the purposes indicated in the letter
should exist, but it is also essential that the conduct of the club
should be in hands unconnected with commercialism. Without
impugning in the slightest degree the bond fide* of Mr. Simms,
we think that his connection with the commercial side of auto-
mobilism would operate as a deterrent to many who would
otherwise gladly associate themselves with such a movement.
It was, we believe, this feeling which operated to prevent the
success of the Motor-Car Club, the failure of which tocommand
success appears to give our correspondent "some sorrowful
feelings." Clubs and kindred institutions when run for com-
mercial ends undoubtedly tend to become a " single man's insti-
tution," to again quote our correspondent. Whether the Self-
Propelled Traffic Association comes within this category is a
question of_ fact, and so far as our knowledge of it goes, we
should say it was not. As its name implies traffic is its rauon
dUre, and hence the social aspect of automobilism hardly comes
within its purview, and so far as we know it is not, at any rate,
intended that it should. The Motor-Car Club, on the other
hand, was ostensibly social in its aims, but was really a com-
mercial adjunct to a business and hence did not command the
support of the leading British automobilists, and therefore
failed. The great success of the French Automobile Club has
been due to the salient fact that it was established by a body of
gentlemen for the purpose of promoting automobilism in all its
aspects. Its policy is a single-minded one, and it welcomes to
its ranks all who, otherwise suitable, are interested in auto-
mobilism. It by no means discourages engineers and manu-
facturers ; on the eontrnry it includes in its ranks persons
who commercially are necessarily keen business rivals ; but
commercial interests are not allowed to sway its policy. The
fact that its committee is composed of some of the most
distinguished French public gentlemen is guarantee enough
for that ; and we are sure that it is to this disinterested and
patriotic desire on the part of the committee to foster an
industry, which we, also with " some sorrowful feelings," admit
is coldly regarded by an unenlightened British public, that the
splendid success of the Automobile Club of France is due.
His Excellency the President of the French Republic is glad
to recognise the efforts of the Automobile Club of France and
officially encourage it. We are not aware that any public man
of high rank supported the Motor-Car Club for reasons which
we have hinted, and which are sufficiently well known to render
any further reference superfluous. It will interest our readers
to know that an Automobile Club, although not the one referred
to by our correspondent, is in the process of inception, and it
will comprise many distinguished English names, and will also
have the recognition and support of the French Automobile
Club, which we may say will nardly be accorded to the insti-
tution referred to by our correspondent. Not bat that the
latter might not equally merit such support. We do not say
nor imply that it would not ; the fact, however, that the gentle-
men promoting the latter are, if we mistake not, interested in the
commercial aspects of automobilism is, to our mind, fatal to its
success. Our remarks may appear to many to have the effect of
throwing cold water on what, for aught we know to the con-
trary, may be a perfectly legitimate institution. We must,
however, point out that Mr. Simms does not furnish us with
the names of his supporters, and hence his prospectus is, to say .
the least, premature. It is true that a few gentlemen attended
an informal meeting held at the proposed club premises on the
10th inst., but we are not aware that any large subscriptions
were forthcoming, nor was there much support from those most
f>rominently associated with the industry. We observe, too, in
ooking over the proposed rules that the latter are largely
a transcript of those adopted by the Automobile Club of
France. This is not a bad thing per se, but it does strike one
as an odd coincidence that this prospectus and rules should be
issued just at the time when another club having aims and
policy similar to the Automobile Club of France is being
started. Mr. Simms may, of course, plead that owing to " such
critical times " his scheme admits of no delay, but that a club
is necessary to save the British motor industry from utter
annihilation. We are not aware that the times are " critical."
We claim to know what is being accomplished, and we should
say that, so far from being critical or fraught with tribulation,
the present times are distinctly propitious for those engaged in
the legitimate automotor industry. The British public does not
readily grasp new ideas, and it has not quite assimilated the
economic possibilities of automobilism. This opaqueness has,
however, its good point, as it acts as a salutary check upon those
who would otherwise exploit new and immature industries. In
this light the abortive trials, exhibitions, and competitions of
and between motor-cars in Great Britain have been of great
value — hardly, perhaps, to their promoters, but distinctly so to
the public. Inasmuch as the public is only just beginning to
see the advantages of automobilism, there is no particular haste
for the formation of any club. We should prefer to see any
such formation proceed on deliberate and well-considered lines,
and accompanied by the disinterested moral and financial
support of persons in high station who are alive to the needs of
promoting automobilism, not so much as a sport or relaxation
for the well-to-do, but as a means of promoting and facilitating
internal commerce and transport. We are not aware that these
views were enunciated at the recent informal meeting, and we
certainly are of opinion that before definite steps are taken, and
if success is to be assured, possible members should be fully
informed as to these points.
•******"*«*^*'»^*S#W*WX*'»i«,W»>
THE COMPENSATION FOR INJURIES ACT.
This measure, perhaps one of the most important pieces of
socfal legislation ever attempted, has at length become law, and
takes effect from July, 1898. The principle of the new law is,
briefly, that persons injured while following their employment
deserve to be cared for by their employers. Such a distinctly
altruistic doctrine is at first sight startling, and one's amaze-
ment is not lessened by the fact that this sosialistic principle
has been endorsed by a Conservative Government. The conse-
quences of the new law will be very far-reaching, and the first
will undoubtedly be to largely increase the business of those
insurance offices who take up this kind of risk. Every
employer will, as a matter of prudence, insure his liability ;
the milliner who employs but one assistant and the shipbuilder
who may employ thousands, will alike find it necessary to do
so. At first sight it may appear that employers are having a
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[ArausT, 1897.
fresh aud harsh burden placed upon them, but a little reflection
will show that this is not so. The risk of liability to pay com-
pensation to an injured employe will be but another trade risk,
like fire, bad debts, and the like, and will be covered by, in
most trades, a small additional percentage on the present
premium. Some employers and trades will, no doubt, feel the
effects of the new Act. Thus, the tradesman, greedy of profits,
who neglects fire insurance, sanitation, and who gets all he can
" on the cheap," will find claims come upon him as a thief in
the night ; the employer who follows a dangerous trade will
undoubtedly find his premiums of insurance largely increased.
The Act, however, is good, in that it inculcates a wholesome
prudence on the part of employers of every class, and it does
something to alleviate the hard lot of many families who know
that the sickness of or injury to the breadwinner means a
bitter struggle with poverty. It should be explained that the
Compensation for Injuries Law is wholly distinct from the
Employers' Liability Law. By the former the employer has to
give sustenance to an employe for injuries incurred by the
latter, no matter under what circumstances, excepting wilful
carelessness on the latter's part. By the latter the employe can
only claim compensation for negligence on the part of the
employer. Owing to that besetting sin on the part of our
legislators — the absence of accurate definition in their Acts —
the new law will xindoubtedly be good — for lawyers, aud much
judicial interpretation will be needed before the "evident inten-
tion of the Legislature " is determined. Nevertheless the law is
a necessary and welcome addition to the Statute Book.
*"»*^«^*N***l**W**W**^»*»^*,»w
BRITISH MOTOR-CARS IN FRANCE.
studying the question ami are waiting to see what the experience
of the French is before adopting the motor-car," and so forth
and so on. We can only say that our commercial position has
not been attained by our fathers " waiting to see " ; they did not
wait, but went and did it. Considering the outcry that has
been raised by manufacturers over The Engineer fiasco, we are
bound to say that it does not redound to their character for
enterprise that they refrained from appearing at the recent
French competitions ; and we would ask those who had entered
for The Engineer competition, and who drew back at the last
moment, why they have also neglected the French ones ? Surely
designs must now be pretty well worked out We should regret
very much if those merchants and others who are prepared to
inaugurate road traction systems for heavy traffic, and who are
waiting, not without signs of impatience, for the suitable kind of
tractor, should decide to adopt a " Scotte " or " De Dion." It
must be remembered that these motors have been thoroughly
well tested and are known to suit the conditions which would
obtain in many towns. Are they to be adopted because there is
no suitable British tractor in the market ?
Much might be written on this head, but all may be condensed
in a few words. British motor-cars in France arc in the same
category as the snakes in Ireland — there are none. We are not
infrequently reminded by economists and others that there are
not wanting signs to show that we have passed the zenith of
British enterprise, and, instead of leading the way in new
industries, we are following in the wake of others. Certainly
there seems some foundation for this. When the aliortive
Engineer Competition was discussed, we were assured that
manufacturers did not compete because they did not wish to
"give themselves away" by publishing the details of their
wonderful mechanisms ; they were not ready, or " they had
married a wife, and therefore could not come." The favourite
objection was that the conditions as laid down by The Engineer's
judges were too stringent, and demanded ;iu unattainable
degree of excellence. Well, granting all this, how is it that
no English motors were to be seen at Paris-Dieppe or at
Versailles— especially at the latter place ? We have been
assured with wearisome iteration : " Oh, we are not going in
for light vans ; we are designing and building vans for heavy
traffic." And one hears mysterious hints how this firm has
a heavy motor-van somewhere in its back-yard, and how that
firm has another somewhere else ; and one is begged to forbear
mentioning any particulars of certain motor-vans that apparently
are "Spanish castles." One can never get a sight at these
remarkable productions. If ever there was a chance given to
manufacturers and engineers to show what they could do, it
was by the French at the recent competition. The conditions
were absurdly simple and elastic ; but as regards the Versailles
Competition the trials were rigorously technical, and of a much
more scientific character than those promoted by The Engineer,
and yet not one single English firm competed. In a few years'
time the motor- wagon industry will be, like locomotive building,
in the hands of a few. Motor- wagons will be seen on the Indian,
Chinese, and Argentine plains, but they won't be of British
manufacture.
Apparently British motor-wagon builders are sitting on the
fence and waiting to pick up wrinkles from their French rivals.
If you ask a county councillor, a trantwiy director, or a manu-
facturer, the answer is invariably the same — " Oh, yes, we are
THE FRENCH MOTOR-CAR COMPETITIONS.
" They manage these things better in France " is a somewhat
stale observation, but one nevertheless true in many matters.
It is certainly startlingly true as regards motor-car competitions.
For the last few years these have become quite a national
feature, and every summer several are held. At first they
partook largely of the sporting element, but of late this has
given place to a sincere desire to produce horseless vehicles that
will have practical value. A curious thing about them is that
they are projected mostly by newspaper proprietors, although
it is not altogether apparent that the latter derive anything
more substantial than the kudos. It cannot be questioned
that these motor-car competitions are exceedingly popular with
all classes of the community. The rich find in them a new
excitement distinctly more intellectual than that attaching to
horse-racing and other equine pursuits ; the middle classes hail
the possibility of " having one's own carriage " without the
expense of a horse ; while shopkeepers and tradesmen welcome
them as solving the problem of cheap traction and better
internal transport. The interest that is thus taken in motor-
cars is of an intelligent nature, aud a competition gives an
excuse for one of those fetes which our Frencti friends manage
so well. Both the Paris-Dieppe and the Versailles Competitions
have been eminently successful. The light oil-motors have been
proved to be safe, reliable, controllable, and ridiculously cheap
in working. In the hands of ordinary French workmen they
give no trouble. Indeed, many of these motor-carriages are
looked after and driven by page-boys. The success attained by
these motors at Dieppe has, we confess, compelled us to modify
some previously-entertained opinions. Like most people in
England, our ideas of mechanism have been largely the result of
association. When one is accustomed to move about among engines
that put anything over 1,000 H.P. on to a single crank, one is
apt to regard lighter mechanism with something like good-
natured indifference. Hence the man who squeezes up an
armour-plate or who drives an express engine, will regard an oil-
motor that can be comfortably enclosed in a hat box as an
interesting toy, but wholly incapable of serious and practical
work. It is these very natural but prevalent ideas that we
think account for the unquestionable suspicion with which
motor-cars are regarded in this country ; the average man
cannot grasp the fact that so much power can be produced in so
small a compass. Added to this there is the so-called risk
attaching to the use of the lighter petroleum oils — a risk which
exists, and will exist, because in our Board Schools we teach
lx>ys aud girls such things as pianoforte playing and shorthand
rather than the elementary physics connected with kitchen
boilers and petroleum lamps. The writer may be jjermitted to
mention in this connection that, a few years ago, when the
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avmsi, 1887.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. 46?
"deadly lamp" agitation was rather acute, he offered the London j A HEAVY BRONZE TAIL SHAFT.
rt I. 1 T> _.l ^~ _?.... .. aa..mmj. y-.t clamuntamr lai^»i>iiij ..11 tlv
contains over iuu pages or iiiiornuixioii. iiiuu ott. ; posi nee, i ami is uaraiy wnai one wouiu expeci irom an e.\-ivjinister of
Id., of Messrs. F. King and Co., 62, St. Martin's Lane, London, | the Crown. Liverpool has an exceptionally able municipal
W.C. See it for the Regulations respecting Automotoi -Car- engineering staff, and is also a large railway centre. Surely it
riages and the Carriage of Petroleum. | should not be difficult to find a suitable tramway engineer !
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464
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[August, 1807.
li
b
it
ai
t]
Fig. 1. — Pei'geot Motoe (General View).
motors, they are absolutely safe, and are really wonderful
examples of large power being obtained from very small and
light machines. Among those who have worked hard in the
development of the light oil-motor the name of M. Peugeot
stands deservedly high. His motor-cars and motor-cycles are
well known, and he has obtained many successes with them.
Lately he has made a new design of motor which we illustrate
in the accompanying drawings. It will be seen that the new
motor (Fig. 1) is horizontal and has two cylinders, the casings
and guider of which terminate in a cylindrical chamber, thus
unclosing the cranks and admitting of very perfect lubrication.
The rear part of the cylinders forms another chamber in which
are the valves, &c.
The inlet valves are above and the exhaust valves below.
For inspection purposes the valve chamber is fitted with a
removable cover. Behind the valve box, as will be seen, is the
ignition chamber containing the ignition tubes, which are heated
by means of a lamp.
Figs. 2 and 3 are respectively an elevation and plan of the
latest type of Peugeot car, and show the arrangement of the
motor and gearing. Figs. 4 and 5 are res|>ectively vertical and
horizontal sections through the motor. It will be seen that the
motor works on the Otto cycle, and that by the use of the two
cylinders there is an impulse at every revolution. Attached to
the end of the motor-shaft is a heavy-coned fly wheel into
which tits a friction cone for transmitting the motion through
the gearing. On the other end of the motor-shaft is a crank
handle used to draw in and compress the initial charge of oil
and oi! vapour. Fig. 6 is a centrifugal governor, and Fig. 7 an
expansion cam.
The admission and exhaust valves are actuated by a shaft
which is placed underneath the motor. At the front end where
it enters the cylindrical box, it carries a lever which is made
with a slide at the upper end. This slide, K, engages in the
groove of the cam, C, of which a side view is given in Fig. 7.
An angular movement is imparted to it by this arrangement,
giving to the distributing shaft a partial rotation. This oscilla-
with the reduced movement ot
Figs. 2 and 3. — Peugfot Motor (Elevation and Plan).
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465
the governor all the various parts resume their normal
positions.
From the trials that have been made this motor gives very
great satisfaction and is remarkably fiee from vibration.
POST OFFICE ANOMALIES.
TnE great test of the efficiency of public administration is
satisfaction on the part of the public, and contentment in the
rank and file of the service. Judged by this standard the
British Post Office cannot by any meam be said to be well
administered. For years the public has groaned under and com-
Figs. 4, 5,
Aj,l> 7.—PEC9BOT Motob (Vertical and Horizontal Sections,
Centrifrugal Governor, and Expansion Cam).
plained of official inefficiency, and for years the postal service
has been characterised by seething discontent and agitation ; the
public is badly served, and the miuor Post Office official badly
treated, till at length we see the latter in almost open revolt-
We do not intend here to discuss the grievances of the Post Office
officials, but we may say that when we see a body of skilled and,
therefore, intelligent public servants obliged to resort to the
most extreme measures in order to obtain redress for admitted
wrongs and abuses we can only conclude that the administration
under which they serve must be badly managed. It is a safe
general conclusion, and one fully confirmed by all history,
ancient and modern, that dissatisfaction in subordinates is, as a
rule, due to incompetency on the part of the superiors. In the
army and navy scores of cases can be cited in which the gr&vest
consequences to the public service have been averted by the
simple expedient of removing the officers. We do not say that
the Post Office is another case iu point, but speaking from some
experience of its ways and methods, we cannot say that the Post
Office administration strikes us as particularly successful or
economical. The public pays a very high price for, after all, a
very inferior service. The public does not get value for its
money, nor are its interests sufficiently safeguarded. Unfortu-
nately the British public is deplorably apathetic in looking after
its conveniences. It is a generous employer who does not like
to deal harshly with its servants. Thus, because the Post Office
wills it, London, the metropolis of the world, is practically
without a telegraphic or postal service on Sundays, and it is
theoretically unlawful to purchase a postage-stamp after 8 p.m.
on week days. On the other hand the public is robbed of many
thousands of pounds annually because valuable letters have to
ft iss through the hauds of badly-paid minor officials who have
ittle incentiva to honesty. London, and for that matter, the
large provincial cities, enjoy the worst and most
expensive telephone service that prevails in any
civilised country, merely because of the lack of
business capacity on the part of the higher Post
Office officials who have managed so badly that
the public suffers under a telephone monopoly.
Some day this grievous mistake on the part of
the Post Office will be rectified by public money
being spent in buying back public rights.
Consider also the difficulties that the Post
Office has made in the matter of district
messengers. A public convenience cannot be
utilised to its full extent because of the diffi-
culties made and obstacles put in the way by
the Post Office officials.
A Directory of Telegraphic Addresses is surely
another public convenience, yet the Post Office
would neither issue -one officially nor allow any-
private person to engage in the work. It at
last dawned upon the somewhat pachydermatous
brain of the '' high^fficial " that its attitude was
ludicrously absurd,' not to say improper, ami
official opposition was at length grudgingly with-
drawn, and the public now has a convenience
it should have had twenty years ago.
Similarly in the Engineering branch of the
Post Office one sees but little evidence of acquaint-
ance with the latest advances in telegraphy.
Although it has been pottering at the subject
for years and spending thousands of pounds in
absolutely futile "experiments" (sic), the Post
Office cannot successfully join up the coast light-
ships with the shore telegraph system ; and when
the next Post Office Estimates are submitted to
Parliament the British public will be asked to
pay a heavy royalty to an Italian electrician,
who has succeeded in accomplishing what our
Post Office engineers are paid to effect, but
seemingly cannot, or, at any rate, have not so far.
While on this subject we would draw attention
to what we consider a very grave Post Office
anomaly, and one which makes a most objection-
able precedent. The engineer-in-chief of the Post Office draws
a very large salary from the public, and at the same time
carries on a very large private practice as a consulting electrical
engineer We believe there is no parallel instance to this in
the whole public service. What would the public say if the
Admiralty, for instance, permitted the Chief Constructor of
the Navy to design privately battleships for foreign powers ;
or what firm would pay a servant a high salary and permit
him to carry on a business of the same kind ?
It would not be difficult to point out anomalies in every
branch of the postal service— it simply bristles with them.
Perhaps some of the mo3t ludicrous of these anomalies are
to be found in the Regulations governing the transmission of
letters and newspapers through the post. It is difficult, indeed,
to siy on what principle of public policy or common-sense it has
been attempted to follow m framing these Regulations. By
them a prepaid nostage of one halfpenny is charged for the
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466
THE AUTOMOTOB AND HOUSELESS VEHICLE JOURNAL.
[AueusT, 1897.
inland transmission of any daily or weekly registered news-
paper, the xoeight being disregarded (sic). Now newspapers
are commercial articles manufactured for profit They owe
their bulk and weight to the large proportion of advertising
matter ; and the question at once arises, Why should the
Post Office act practically as a free carrier and distributor
for newspaper proprietors and not for other tradesmen I At
present a newspaper, if published daily or weekly, and not
exceeding 14 lbs. in weight, can be sent to any part of the
United Kingdom for one halfpenny, yet it costs three pence
to send a pound of tea or a pound of hair pins through the
post. Why should the grocer and ironmonger be discrim-
inated against in favour of the other tradesman, the newspaper-
monger ? Again, inasmuch as weight cannot be moved without
an expenditure of energy, and . as energy costs money, and
inasmuch as 14 lbs. of newspaper are moved for °5c£ and 1 lb. of
tea or other produce is moved for 3d., the question arises, Why
should it cost 84 times as much to move a pound of tea as
to move a pound of newspaper ? As a matter of fact, from the
carrier's point of view, the freight on both should be about the
Name, as both are easily damaged. Who, then, pays the difference
in the freight charges made by the Post Office i Why the
ordinary taxpayer.
It is contended that the State should encourage the cheap
transit of newspapers because of the educational value ; when
we hear this respectable fiction we do smile. Of what does the
ordinary daily newspaper consist? Excluding two or three,
not more, daily papers which have some undoubted educational
value and literary merit, the ordinary "daily" consists of
75 per cent, of advertising matter, the balance is made up of
.such intellectual pabulum as racing, betting, cricket, football,
and other sporting intelligence, Police Court news, feeble party
political leaders and reviews, pompously designated as " litera-
ture " ; the rest is " gush and gossip." Why the ordinary
taxpayer should be mulcted in order to disseminate tons of
such stuff all over the country passes our comprehension. Let
us just glance at the heavy weeklies. In the following table
we give the proportions of advertising and literary matter as
contained in some of them : —
Tahle showing proportions of Literary and Advertising Matter,
Total Weights, and Cost of Postage of some Weekly News-
papers.
Name of
Patter.
Weight of
Literary
Matter.
Weight of
Adver-
tising
Matter.
Total
Weight.
Cost, of
Postage in
United
Cost «f
Pontage,
Kingdom. *>"*»■
Eii{/htfer!n{f
oz,
4J
oz.
10}
oz.
15
4
E,ighv*r
•<!
9)
14
L
3*
Qti.tm
11
«!
17}
.
*i
FisUI
n
• 9
181
i
5
J4nncel
M
Hi
i
3
It will be seen that the class of journal ranges from the
shallow and frivolous Queen to the dignified and classical
Lancet, and includes our professional contemporaries, the
engineering papers. In all these weeklies the percentage
of advertising matter is very high ; on the other hand so,
excepting the organs of feminism, is their literary and educa-
tional value. From the latter point of view it cannot be
questioned that the advertising pages alone of the two senior
engineering papers are infinitely more instructive to an
intelligent boy than a score of daily papers. Let us labour
this point further. Assuming that the reason why the State
undertakes the dissemination of newspapers at a ridiculously
cheap rate is the " educational and elevating (sic) advantages of
a free Press," let us see how the Post Office treats that section of
the Press which is published monthly. The majority of these
periodicals are distinctly educational in their various ways, and
hence should at least be treated on the same footing as the
dailies or weeklies. Yet the Post Office carries them at the rate
of 4a?. per lb., or '26d. per ounce. Since 14 lbs. of newspaper can
be carried for one halfpenny, it is Been that the cost of carrying
1 lb. of monthly periodical (is 1 12 times as much ; the effect of
this is to seriously hinder the circulation of at least those
monthly papers which appeal to a limited and select class of the
community — the heavy postage constituting a serious tax. In
other words, the Post Office aids by all means in its power the
dissemination of the least useful, and in many cases a very per-
nicious, kind of literature, and heavily taxes that which is most
worthy of encouragement. Referring to the heavy weeklies
again, it may be remarked that taking their weight as approxi-
mately 1 lb. they are carried for one halfpenny ; were they
published monthly the coat of postage would be id., or eight
times as much. This anomaly is after all entirely characteristic
of Post Office ways and methods.
Lastly, we have that other anomaly arising out of the former.
As we have seen, a discrimination is made in favour of daily
and weekly papers as against monthlies for inland postage.
For foreign and colonial postage a uniform rate of 4d. per lb.
is charged for all. Thus to send a heavy weekly weighing 1 lb.
to the North of Scotland, a distance of over 600 miles, costs
only one halfpenny, but to send the Automotor, which weighs
but 6 oz., thither, costs l$d. To send the same weekly to Paris
will cost Ad., while the charge in the case of the Automotor is,
as before, 1 \d.
These anomalies cannot be explained by any principles of
equity that we know of. We rather think that they are due
to the existence of a vicious system of selection and promotion
which obtains in the higher branches of the service.
The transmission of letters, telegraphic messages, and general
intelligence is a special business mi generis, requiring a long
technical training to manage properly. Yet it will be found
that the higher officials of the G.P.O. are, in the many cases,
without the necessary qualifications. Too frequently they owe
their positions to political patronage and influence, and there
are scores of men in the service drawing salaries of £500 and
upwards who intellectually are in no way superior to the " lady
operator," who draws a modest stipend of £60 per annum.
Many ways of effecting Post Office reform are from time to
time suggested in the public Press, and these range from the
infliction of boiling oil d la Mikado upon the higher officials
to their condemnation to serve as " sorters," and from entrusting
the administration to those clever persons who organise success-
ful bank robberies to placing the whole concern in the hands
of a private commercial company to be run on commercial lines.
We certainly are not disposed to deal Japanesely with the
" higher officials," and we are not sure that the other methods
have not some disadvantages attaching to them respectively.
Our suggestion is, that the supplv of " small crosses and orders
for Mayors and Recorders " and Post Office officials should, as
regards the latter, be entirely stopped until a fair amount of
efficiency had been attained in the service, and the many-
existing anomalies removed. The "higher officials " might, in
the meanwhile, be compelled to read in their own time a selected
variety of those low-class papers which at present they carry
hundreds of miles for a halfpenny, and be strictly debarred
from reading any monthly periodical that pays more than that
for postage. A few weeks of this treatment would, we think,
induce a more wholesome and less "official" frame of mind.
Till reform be effected, we, slightly altering the text, shall be
inclined to say of the Post Office, in the immortal words of
Schopenhauer : — " Incompetency sits in high places and folly
has the casting vote."
N^tHAAMM^l/VtMWUW
Heavy Motor-Oar Trials. — From Paris our Correspondent
writes that it has been definitely decided to hold a heavy motor-
car competition during October, 1898, under the same conditions
as those obtaining under the recent trials at Versailles. English
manufacturers will then have another opportunity, and no
excuse can be made on the score of insufficient notice or
time.
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August, 1897.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
407
Self- Propelled
Traffic Association.
(Incorporated by Special Licence of the Board of Trade, under the
Ccmpanies Acts, 1862 to 1890.)
Jlusibtnt.
SIB DAVID SALOMONS, Bart
Biu-:))ruibtnii.
IB FBEDEBICK BBAMWELL, Bart. JOHN PHILIP30NT, Esq., J P.
ALEXANDEB SIEMENS, Esq.
iSmrral fionncil.
Marquess of Abergavenny, K.G.
Rt. Hon. G. I. Shaw-Lefevre.
Sir Albert K. Rollit, D.C.L., LL.D.. M.P.
Sir Henry Trueman Wood (Sec etary Society of Arts;.
Prof. Vernon C. Boys, F.R.S.
J. W. Maclure, Esq., M.P.
W. Worby Beaumont, Esq., M. Inst. C.E.
William Cross, Esq., M. Inst. C.E. (Newxastle-on-Tyne).
J. Irving Courtenay, Esq.
Walter Hancock, Esq., M. Inst. E.E.
T. T. Hopwood, Esq.
(i. J. Jacobs, Esq., F.R.A.S.
John H. Knight, Esq. (Farnbam).
II. D. Marshall, Esq. (Gainsborough).
J. A. McNaught, Esq. (Worcester).
Boverton Redwood, Esq. (London).
George Stephenson, Esq. (Newcastle-on-Tyne).
Alfred R. Sennett, Esq., A.M.I.C.E.. M.I.M.E.
E. R. Shiiton, Esq. (Secretary Cyclists' Touring Clu'.).
LIVERPOOL AND DISTRICT CENTRE.
Presilent—Tbe Right Hon. The Earl of Derby, G.C.B.
Vice-Presidents— -H. Percy Boulnois, Esq., M. Inst. C.E. ; Alfred
Holt, Esq., M. Inst. C.E, and Alfred L. Jones, Esq., J P.
Members of Council— Maunseli. C. Bannister, Esq., Assoc. M.
Inst. CE. ; John A. Brodie, Esq., Wh. Sc, Assoc. M. Inst.
C.E., M. Inst. Mech. E. ; Everard R. Calthrop, Esq. : S. B.
Cottrbll, Esq., M. Inst. C.E., M. Inst. Mech. E. ; George
II. Cox, Esq. ; A. Bromley Holmes, Esq., M. Inst. C.E. ;
A. G. Lyster, Esq., M. Inst. C.E. ; Arthur MuskEr, Esq. ;
G. Fredk. Ransome, Esq. ; Henry H. West, Esq., M. Inst.
C.E., M. Inst. N.A. ; John Wilson, Esq. ; John T. Wood,
Esq., M. Inst. C.E.
Hon, Solicitor— Lawrence Jones, Esq.
Hon. Local Secretary— E. SHRAPNELL SMITH, Esq., The Royal
Institution, Colquitt Street, Liverpool.
OLASrjOW AND WEST OP SCOTLAND CENTRE.
lion. Local Secretaries— Messrs. MITCHELL & SMITH, C.A., 59,
St. Vincent Street, Glasgow.
Soliiitorg.
Messrs. LTJHLE7 & LUMLEY, 37, Conduit Street, London, W.
Surrinrg.
ANDW. W. BABB, 30, Moo'-gate 8treet, London, E.C.
Some of the objects for which the Association is established are :—
To originate and promote improvement in the Law from time to
time directly or indirectly affecting self-propelled vehicular and
locomotive road traffic, and lo support or oppose alterations in
such Law, and for the purposes aforesaid to take such steps and
proceedings as the Association may deem expedient.
To popularise and a-sist the development of self-propelled
vehicular and locomotive road traffic, and for this purpose to
take such steps and proceedings as the Association may deem
expedient.
To take or defend any proceedings on behalf or against the
Association or its members, which in the interests of the
Association or the members thereof may seem to the Association
expedient to take or defend. Provided that no such proceedings
shall be taken or defended on the part of the members of the
Association except in the bona fide furtherance of some object of
the Association of a public or qvasi public nature.
To promote the scientific knowledge of the construction and
propelling of all kinds of self-propelled vehicles or locomotives,
by means of competitions, exhibitions, by giving of prizes, or in
such manner and on such conditions as may be found desirable.
Subscription £1 Is. per annum.
President ..
Secretary ..
President of the Liverpool Centre
Hon. Local Secretary
Semi ■ Official Journal
Amtociat ion . .
of
Sir Paytd Salomons, Bart.
Andiibw W. Bakr, Esq.
The Earl of Derby, G.C.B.
E. Subapnbll Smith, Esq.
the\ The Automotor and Horsr-
. . 1 lbss Vehicle Jocrhal. ■
SELF PROPELLED TRAFFIC ASSOCIATION.
LIVERPOOL AND DISTRICT CENTRE.
By invitation of Mr. Alfred L. Jones (vice-president), a deputa-
tion of the council of the Liverpool centre of the Self-Propelled
Traffic Association went to Pans to attend the recent trials of
heavy motor vehicles, organised by the Automobile Club de
France. The deputation appointed included Messrs. Alfred L.
Jones, Everard R. Calthrop, S. B. Cottrell, Henry H. West,
Lawrence Jones (lion, solicitor), and E. Slirapnell Smith (lion,
local secretary). Various pressing business engagements, how-
ever, kept back four of the party at the last minute, Mr. West
and Mr. Slirapnell Smith therefore beinj,' left to report results
to the council. The chief object in view has been to learn the
exact position of affairs on the Continent before the Association
makes any public announcement relative to the proposed
exhibition and trials, to be held in Liverpool about June next.
MOTOR-CARS AT THE AGRICULTURAL
HALL, ISLINGTON.
At the Laundry and Motor-Car Exhibition, under the manage-
ment of Messrs. Cordingley and Co., to Vie held at the Agricul-
tural Hall, from August 23rd to September 4th, there will be,
we understand, a few motor-care for the inspection of visitors.
Amongst those who may be represented are the Anglo-Freudi
Motor-Carriage Company, with two or three vehicles, probably
including one of their four-seated Victorias driven by a Petrol
motor, a four-seated barouche fitted with improved double-
cylinder motor and fractional spur gearing, and a four-seated
dog-cart ; Messrs. New and Mayne ; The London Electrical
Cab Company ; English Motor-Car Company ; and Martin's
Motor Company. There will also l>e a steam carriage on the
Serpollet system on view. In our next issue we shall give all
necessary particulars of novelties, &c, which may be exhibited.
J ezeli Pan zechcisz oglaszac w pismie naszem prosze podnc
nazwe "TnE Automotor and Horseless Vkiikxk Journal."
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Auchtst, 1897.
NOTES OF THE MONTH.
Recently an advertisement appeared in our columns offering
£100 for steam tractor drawings. In spite of all the statements
flying around about the collapse of the motor-car boom, &c, the
advertiser received so many replies that he has been constrained
to issue a printed letter to applicants, supplying the following
details and raising queries preparatory to making a selection
from those ready to supply drawings : —
" My carriage is an ordinary landau, weighing 10$ cwt.
empty, and, when loaded, is easily drawn on an ordinary road
by a pair of 15'1 cobs, at an average speed of 9 miles per hour.
I have the desire to make and substitute for the horses a tractor
as described in the advertisement, the carriage not to be
materially altered, and I beg to ask you : —
" 1. Are you aware of such tractors having ever been used ?
" 2. If so, please name them.
" 3. Which of these do you consider the best ?
" 4. Could you improve upon it ?
"5. Are you intimately acquainted with flashing boilers ?
" 6. If so, please name them.
" 7. Which of these do yon consider the beat ?
" 8. Could you improve upon it 1
"9. Can you provide for smokelessness ?
" 10. Can you provide for invisible exhaust ?
"11. Could all your materials be easily procured, such, for
instance, as the boiler tubes?"
A paragraph has recently been going the round of the Press
stating that while a motor-car belonging to a Coventry firm was
proceeding from London to Leeds, the driver, when two miles
from Hatfield, found himself suddenly confronted with a cyclist.
He caused the car to swerve, and it overturned into a ditch. The
three occupants were thrown out on to the road, and sustained
some injury. We have made every enquiry, and can find no
authentic corroboration of this statement, either in Coventry or
elsewhere. It is curious how these wonderful things happen,
and nobody beyond the journalist upon the spot knows any-
thing about them.
A motor-car was this year introduced into the Dunmow
Flitch ceremonies after the "sentence" had been passed, the
judge and jury parading through the field and along the village
in a large motor-car.
»
Messrs. Windovbr, of Huntingdon, ran a motor-car, made by
their own workmen, over to Peterborough the other day. It
carried fcur passengers, the car itself weighed only 6$ cwt.,
ordinary crude petroleum being used. The journey to Peter-
borough and back consumed about lj gallons, the journey of
40 miles therefore costing about 6c?.
The first license for a motor-car to ply for hire in Portsmouth
was last month issued to Mr. Rose, of Great Southsea Street.
When the application for the license was first made the General
Purposes Committee did not know quite how to deal with it, as
they were uot certain whether the car should be classed as a
hackney carriage or a traction engine. The difficulty was, how-
ever, ultimately got over, and a hackney carriage license was
issued for the vehicle.
A race between a motor-bicycle and a safety pedalled in the
ordinary way was decided at Coventry on August 3rd. W. J.
Stocks, on the safety, which suffered two punctures, covered
27 miles 300 vards in an hour. The motor-bicycle ran splendidly
throughout, keeping up a steady, even pace that would have
daunted a less experienced and less capably paced man than
Stocks. Soon after the start the motor slowed down, and the
crowd jeered immensely, for they imagined its end had come.
The cause of the pulling up, however, was that the rider
thought, by the shouting of a section of the crowd, that some
mishap had occurred on the track, and he requested they might
be kept quiet If Stocks is to be complimented upon his per-
formance, then Taylor deserves also a word of praise for his
steering and control of the motor. Although the motor was
300 yards behind, he would be a bold man who declared that
the cycle will always be able to beat the motor.
Though the motor-car makes little headway in England, there
is every prospect of its services being utilised in Westralia.
Already the bicycle is much used on the goldfields, where it has
proved to be invaluable ; and now the motor-car is being dis-
cussed as a solution of the transit difficulty in many parts where
the sandy plains form a good road, but where lack of water
mikes travelling difficult for beasts of burden. It is thought
that the carnal will be easily superseded by his pneumatic-tyred
rival.
t
Motor cars, built in Hamilton, are running daily on the
popular coaching routes in the Island of Bute.
At the Agricultural Society's Show at Harrogate last month,
the Yorkshire Motor-Car Company (Limited), of Bradford,
showed specimens of the sociable motor-car — capable of main-
taining an average of 10 miles an hour on level ground aud of
making 4 miles an hour up hills, of the Bollee motor-tandem,
and of the Beeston motor-tricycle.
Os the last day of July Mr. Balfour rode from Downing
Street to the House of Commons on a motor-car, on which was
also Mr. A. F. Jeffreys, M.P. The start from Downing Street
was witnessed by Mr. Chaplin, Sir W. Walrond, and other
members of the Government.
Ose of the most popular pictures now being shown at the
Palace Theatre on the American Biograph is "a motor fire-
engine." Mr. Charles Morton is always up-to-date in every-
thing he introduces.
»
We are "glad to see that the daily Press is at length realising
the importance of the motor-car. Thus the Daily Newt, in its
issue of July 26th, contains nearly half a column of an account
of the Paris-Dieppe contest, and even devotes an editorial
paragraph to it. Says our contemporary: — "Two points are
worthy of note with regard to the motor-car race on Saturday
from Paris to Dieppe. The first is, that of the fifty-nine com-
peting vehicles none were driven by electricity ; the second,
that the only steam-driven carriage, which carried as many as
four persons, came in next to the winner. All the others were
of the somewhat evil-smelling oil type, and the winner travelled
at about the usual rate of a Continental railway train — namely,
22 miles an hour. Indeed, the guests who witnessed the start,
and were dispatched in a first-class special train to Dieppe,
arrived too late to see the winner and several others come in.
To many who place more faith in the so-to-say old-fashioned
method of steam propulsion, the performance of the Comte de
Dion's brake ought to be an incentive to the attainment of
greater perfection in its use on the road."
A motor shareholder writes to the Birmingham Daily Gazette
and says that when at the Imperial Institute in London last
year, he saw several makes of motor-cars and motor-cycles, and
one of the latter (said to be driven by the Pennington motor
power) was quoted as having done a mile in 58 seconds, or at
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THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
4G0
that rate. He asks whether a motor-cycle has ever been ridden
by a man at such a furious pace, and, if so, for what distance 1
We have no record of a jwotor-eycle having attained anything
like this speed on the level. Thirty miles per hour is, we
believe, the utmost that has yet been attained for a short spurt
Thb_ Locomotives on Highways Bill has now a fair chance of
becoming law. It deils with heavy traction-engines, and while
removing the vexatious nature of the present restrictions, gives
improved powers to local authorities. It was originally drawn
on the recommendations of last year's Select Committee, but
was not drafted until this Session was well advanced, and is in
charge of Mr. Griffith Boscawen, who succeeded in getting it
read a second time, just before Whitsuntide, as an unopposed
measure. The Bill has been before the Standing Committee on
Trade, and after a long discussion and some opposition was
Thk Yeovil Motor- Car and Cycle Company wish it to be
known that they do not use mineral spirit in their motors, but
only ordinary petroleum.
— — %
The following specimen of bucolic wit is amusing in its way.
A scribe on the Bedfordtltire Timet, who evidently is trying to
become proficient in writing what are known as " newsy " (horrid
word) " pars " thus delivers himself : — " The gods preserve us
from the motor-car when it is of the oleaginous variety. One
came cantering along High Street at twenty minutes past seven
on Saturday evening, and literally filled the street with its
pungent effluvium, which lingered long and lovingly in the air.
But what must it have been to be there— that is to say — on
the car '. " Note the exact time, and the exquisite alliteration
in "lingered long and lovingly." This gem of provincial
journalism is distinctly precious.
The Pneumatic Brake Company (Limited), of Manchester,
have introduced a pneumatic brake of simple design and
specially suitable for motor-cars. It consists of an air-pressure
pump, underneath the boot of the coach, connected by a copper
tube to a brake on the wheel. The brake is operated by pressing
the foot upon a lever attached to the pump, and the air from
the pump rushes through the tube, and is forced into a pad
fitted on the brake. The inflation of this pad forces a rubber
block — which is fitted in an iron shoe— on to the wheel. The
arrangement can be fitted either to pneumatic or iron-tyred
wheels, and no matter what weight is in the carriage it is
claimed that it does not alter its position.
The Beestou Pneumatic Tyre Company have brought out a
new tyre for motor- cars and other road vehicles. It is the
invention of Mr. Beebe, of Ohio, and is built up by alternate
layers of rubber, canvas, and crimped steel spring piano wire in
enough layers to make it puncture- proof.
Another motor-car wed ling procession has just taken place,
this time at the Kentish village of East Peckham. The bride-
groom, Mr. Joseph Taylor, is connected with the Branbridge
Motor-Car Factory, and the bride, Miss Annie Bhodes, of Collier
Street, is an enthusiast for these vehicles. The happy couple,
together with a number of relatives aud friends, were conveyed
from the bride's residence to the church by a traction engine,
to which were attached several trucks, all effectively decorated
with flags, flowers, and evergreens. The road was lined with
persons anxious to catch a glimpse of the extraordinary
"turn-out." After the wedding service the newly -married
couple and their friends resu med their seats in the trucks and
were conveyed to the Branbridge Mills, several motor-cars
joining in the procession. On their arrival the party and their
novel means of conveyance were photographed. Subsequently
the locomotive, with its trucks, followed by the motor-cars,
proceeded to the village of Collier Street, where the wedding
breakfast was served in the open air.
Referring to the recent conflagration at the I.E.S. Accumu-
lator Works, the Surrey Advertiser says : — " It was nothing short
of providential that a number of dynamos stored in the building
failed to explode, otherwise the damage to surrounding property
would probably have been enormous. And this is probably the
type of writer put on to enlighten the British public as to the
technicalities and future of motor-cars !
Motor-car excursions are now a regular feature of Blackpool .
The innovation has proved immensely popular, the cars being
loaded up to their fullest capacity every trip. Llandudno intends
following the example of the Lancashire watering-place as soon
as some motor-cars can be obtained.
At a recent meeting of- the Special Tramways Committee of
the Liverpool Corporation, Sir A. B. Forwood in the chair, a
proposal to elect Mr. Pearson as engineer for the new electric
tramway was defeated by seven votes to five. Sir A. Forwood
then resigned the chairmanship of the committee, and the
further consideration of the tmgineership was deferred. Mr.
Pearson is an American, and the feeling of the majority was
that the work could be done by an English engineer or some one
of the Corporation's own staff.
Within the past few days a piece of land situated between
Tor Railway Station and Shiphay Bridge, Torquay, has been
purchased for the erection of a building, in which works are to
be carried on for the manufacture of motor-cars, according to
the invention of Dr. Frank Briggs, of Torquay. Possession of
the property was taken on August 11th, and plant will be laid
down to the value of about £2,000.
IWW^>V<»VWWWW^WW
THOSE POOR BRITISHERS!
A laroe manufacturer of cycles having works at Cleveland,
Ohio, says in an American contemporary : — " It is impossible
for other countries to equal American goods until they have
the means and the men. By the means I mean automatic
machinery. America leads the world in these devices. Auto-
matic machinery may be bought, but unless men know how to
operate it good results cannot be obtained. Germany comes
nearer using automatic machinery according to the American
ideas than any other country. England uses comparatively few
automatic tools, most of the labour being done by hand. In
the last six months, however, the makers of automatic tools in
America have been rushed to death with demands made on
them by English cycle manufacturers, all of whom are anxious
now to get in automatic machinery. The American cycle
manufacturers have done more for American export business
than any other one class of men since the foundation of the
Republic. The world for years has been thinking that
Americans were the finest mechanics on the globe. It was
largely a theory ; the aggressive American cycle makers have
now made it a fact, as there is not a civilised country in either
hemisphere in which at least a half-dozen American made
wheels are not well and favourably known. The finish, the
construction, the mechanical nicety and strength, as well as
proportions, verify the opinions of all people, that American
mechanics have no equal." We do smile.
4MWNMMMMAMMMMMMMMMI
All interested in automotors should join the Self- Propelled
Traffic Association. Prospectus and full particulars cau be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.C.— (Advt.)
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470
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[August, 1897.
DOINGS OF PUBLIC COMPANIES.
Mk. G. R. Blot announces that his French house has been formed
into it limited company, to bo known as the Compagnie des Accumu-
lateurs Electriques Bijt, with a capital of 1.600,000 franc9. The
offices will be situated at 30, bis Rue de ChAtcaudun, Paris. The
directors are M. Jules Offroy, M. Octave Chemin, M. Henri
Ehrmann, M. Henri Henon, M. Charles Meyer, and M. G-eorges-
Rene Blot.
On the 6th inst. a meeting of the directors of the new Pen-
nington Motor-Car and Cycle Company was held at the offices,
10, l.einster Street, Dublin. Alderman Meade presided, and the
principal promoter ' of the Company, Mr. Pennington, who had
returned to Dublin after an absence of some weeks on business in
the United States, was present. Matters of importance in connection
with the Company were discussed, and all the arrangements not
beiug completed, another meeting was held on the 12th inst., when,
sajs the Irish Field, the directors passed a resolution convening an
extraordinary general meeting of the shareholders for Monday,
August 23rd. We fear that' there is nothing for the directors but to
propose the voluntary liquidation of the Company, and the return of
the money to the shareholders. The reason is, we believe, that the
directors cannot see their way to complete with the promoters until
they are satisfied that all statements are in fact as they were set
forth in the prospectus. Had everything been carried through as
originally arranged, this Company would no doubt have enjoyed a
successful future, and vi ould not only have resulted in the employ-
ment of much Irish labour in what will undoubtedly be one of the
great industries of the future, but also would have resulted in large
profits to those holding shares in the undertaking. No blame can be
attached to the directors by any reasonable man, as they did every-
thing that could be done to safeguard the interests of those who
entrusted their money to them, and now that they find difficulties
are placed in their way by the promoters, they have at once decided
to place full information of the position before their shareholders,
who can resolve, if they wish, to have back their money, less
expenses incurrel by the Company. Thii course is the only course
expected from a board of directors composed of men like those
responsible for the proper administration of the affairs of this Com-
pany, and we congratulate them upon their prompt methods. In
the meantime wc understand, as a precaution, u committee of
shareholders has been formed to protect their mutual interests, with
offices at 22, Blcssington Street, Dublin.
Mil. P. W. Xoktiiev has been appointed receiver and manager of
tho Epstein Electric Accumulator Company (Limited), with a view
to reconstruction.
AkBANGemeS'TS have been made to invite nil the shareholders of
the London Electrical Cub Company, as well as a large number of
representative gentlemen unconnected with the Company, to a
meeting at the Company's premises in Juxon Street, Lambeth, on
Thursday next, the 19th inst., for the purpose of showing them
what progress has been made, and to inaugurate the Company's
business as electrical cab proprietors. As a start, the Company
already have a couple of cabs about London, the new vehicle being
very smart in appearance, and constructed somewhat in the style
of the ordinary four-wheeler. On Friday last one of these cabs was
. driven to the Kennington Lane police-station, where it was inspected
by one of the public carriage inspectors (Sergeant Howell), and duly
passed as being fit to ply for hire in the streets.
at a figure which leaves them a good profit. It is quite evident that
where the Ixion, with a capital of 100,000 shares, can do business,
the Dunlop Company, with n millstone of £5,000,000 round its neck,
cannot follow." Whilst another, in speaking of the far-reacbing
effects of the decision, states that the tyre trade in this country Iuik
been a practical monopoly— the monopoly of the long purse; but
patents expire, as did that of R. H. Thomson, C.E., in 1845, for a
pneumatic tyre. The cycling public in this country, under tho
beneficent rule of this monopoly, pay, roughly speaking, 55*. for
tyres which can be purchased of the same quality, or better, in
America for 29.v., and on the Continent for 25s., and presumably the
American and Continental manufacturers sell at a profit, so that
monopoly in this country reap*, over and above the ordinary traders'
profit, an additional bonus of 30s. per pair on tyres sold. A vacuum
is not more abhorrent to Nature than a monopoly to the British
trader, and in due course a way round will be found, and then
inflated profits on the above basis will come down with a Huinpty-
Dumpty sort of slump — and the success of the Ixion Company in
the law courts may be the first sign of the coming storm. As the
Ixion tyro, wo understand, is particularly suitable for rootor-car.«, we
hopo the directors will not be slow to follow up their advantage by
making some money for the Company, and thereby fulfil the
" obligations they owe to the shareholders and themselves."
'-. Thb decision recently given in favour of the Ixion tyre patents is
of far-reaching importance, and should undoubtedly tend to lower
prices all round. It will depend upon the future action of the
directors as to what extent. Several of the shareholders in the
. meantime appear to be dissatisfied with the laissez fairr. attitude
which the directors have, so far, taken up. One correspondent
points out that " the directors of the Ixion Company have now got it
in their hands to knock the Dunlop monopoly entirely out of the
market by cutting prices to the extent of 50 per cent., nnd supplying
Ik view of this decision and probable competition, the new
" Amalgamated Pneumatic Tyre Companios (Limited)," with a
capital of £1,300,000, is a fairly strong order — especially when it is
remembered that there are several other tyro-making companies, not
included in the amalgamation, which hold licenses from the Dunlop
Company. This amalgamation is, therefore, not at all likely to stop
competition, and it is significant the way in which this fact is steered
round in the prospectus, the exact words being : " Undue competition
and cutting of prices between the various tyre businesses amalgamated
will cease." Considering that the cycle trade is on tho wane, and
bearing in mind the above points, we would suggest to our readers
the wisdom of leaving the shares to be taken by the companies
amalgamated in payment for their monopoly (?).
Wk understand that the shareholders of the Lanina Accumulator
(Blieson's Patents) Syndicate (Limited), hive decided to wind up
the concern by voluntary liquidation, and have appointed Mr. T.
Feathcrstone Smith, of 28, Basinghall Street, liquidator. Arrange-
ments have already been entered into for the sale of the business to
a larger company to develop it on an extended scale. We hear that
the capital is privately subscribed, so that there will be no public
issue.
New Brotherton Tube Company. — The statutory meeting of
shareholders iu the New Brotherton Tube Company was held on
July 26th, at Wolverhampton. Mr. E. Lisle (Chairman of the
board of directors) presided. The Chairman said it was not usual
on the occasions of statutory meetings to say much more than was
necessary to create a certain amouut of confidence amongst those
shareholders who had invested their money in the Company. He
i might say that the whole of the capital of the Company had been
. fully subscribed and all the shares allotted. The directors alone and
! their friends had taken up quite one-half the capital of the Company.
| He might say that he, himself, personally had invested between
i £5,000 and £6,000 in the Company, and other members of the board
had also taken up shares to heavy amounts, and, like himself, were all
■ large users of tubes. He did not agree with the critics, that they
[ were likely to have a very bad time of it in connection with the tube
I trade in the future. He believed, on the other hand, they were going
to have as good a year this next year as they had last. As regarded
, machinery, theirs was a very young house in the bicycks-tube
making, but they had got, he should think, the latest machinery any
works could have. The over-supply of tubes to-day, which was
apparent, would not be so much felt because there was a trade
springing up that would take many steel tubes; that was the
motor-car industry. Motors, instead of being built with wood on the
old carriage principle, would be built with wcldless steel tubes, and
they could look forward for a very big trade for tubes in the con-
struction of motor-cars. Their Company was making a lot of tubes
to-day for motors. A vote of thanks to the Chairman brought, the
proceedings to a close.
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August, 1897.] THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
471
New Issues.
For t/ie Month ending August lith.
New General Traotion Company. — Issue by the Railway Share
Trust and Agency Company, 4, Bank Buildings, B.C., of 20,000
6 p9r cent, cumulative preference shares of £5 each in the Now
General Traction Company (Limited), at the price of £5 2«. per
share. The prospectus states that those are the unissued portion of
the existing preference share capital, the Company having a total
share capital of £270,000— £150,000 in preference, and £120,000 in
ordinary. The company was formed in March, 1896, for the purpose
of installing systems of traction for light and street railways, tram-
ways, Ac, either by applying electric or other power to existing
systems, or by assisting in (he promotion of new schemes. The
Company has already introduced eleotric power to tramways at
Coventry and in the Isle of Man, and other schemes are awaiting
Parliamentary sanction. To assist in carrying out these works, and
to deal with other offers which are being mide to the Company, the
present issue of capital is required. '
it is stated th.it in a cell of the same capacity as one of the best-
known makes, that owned by the National Motor-Carriage Syndicate
is nearly one-third less weight and only half the size, or, in other
words, a battery occupying the same space would propel tbe carriage
double the distance. We arc pleased to say that directly the battery
and motor are working in a practical form we have arranged to
obtain the fullest technical details for the information of our readers.
The secretary is Mr. V. C. Doubleday, and the offices are at 37,
Walbrook, E.C. Mr. S. A. Rosenthal is the consulting engineer and
electrician.
New Companies Registered.
Blackpool Motor-Oar Company (Limited). — Share capital
£25,000, in ordinary shires of £1 each. The Company is formed for
the purpose of engaging in the business of motor-car proprietors,
running and letting out for hire motor-cars for pleasure and trade
purposes throughout the United Kingdom, and to acquire as a going
concern the business of the Blackpool Motor- Car Company (Limited),
as from May 19th, 1897. In regard to the matter of profits the
directors estimate, on the basis of 49 cars running, a total annual
profit of £8,600 should be secured, enabling a dividend to be paid of
25 per cent, of the entire capital of the Company, and leaving a
balance of £1,650. The Company proposes to chiefly use the Daimler
oil-motor. Although Blackpool is selected for the commencement of
the operations of the Company, the directors intend to establish
branches in popular country and seaside resorts, including Brighton,
Bournemouth, Harrogate, Southport, Ac. ; and it is also intended to
undertake the conveyauce of farm produce to the markets, and, in
fact, do the work for which 1 ight railways were intended, and at a
fraction of the cost. The purchase price for the whole of the vendors'
plant, including six motor-cars, stock-in-trade, tools, goodwill, Ac.,
and the benefit of a contract with Messrs. J. and C. Stirling, motor-
car builders, Hamilton, N.B., for the supply of 40 motor-cars specially
adapted for the Company's ' business, on exceptionally favourable
terms, is £5,000, payable as to £2,000 in cash, and as to £3,000 in
fully-paid snares of the new Company. The offices of the Company
are The Kiosk, Talbot Square, Blackpool.
National Motor- Carriage Syndicate (Limited). — Share capital
£30,000, the present issue being 12,000 shares of £1 at par. The
objects of the Company are to acquire for traction and motor-
carriage purposes the entire rights of the United Kingdom in tbe
storage battery employed by the Sussmann Electric Miners' Lamp
Company (Limited) for their portable electric miners' lamp. Also
certain inventions of Mr. H. F. Joel, A.M.I.C.E., consisting of an
electromotor of high efficiency, specially designed for the propulsion
of vehicles, and a new and improved gear for transmitting the power,
for which inventions four patents for the United Kingdom have
already been granted and three others protected. To apply the
above combined inventions to suitable carriages and vehicles, and to
publicly demonstrate the utility and practicability of the same. To
realise the above inventions by the sale of the patent rights to another
Company (or otherwise) at a sum which shall yield a substantial
profit to the shareholders herein. The Syndicate does not propose to
manufacture for sale commercially the inventions acquired, and we
note with satisfaction that the public are not invited to take up
capital, the idea of the Syndicate being to complete the result of their
experiments with their own money before offering shares publbly for
subscription. It is claimed that the Company's battery will be
enabled to store current in a minimum space and at a weight so much
under what has hitherto been known, that it places an entirely new
aspect upon the possibilities of electric traction, it being stated that
an efficiency of over 90 per cent, has been obtained from tbe
Syndicate's motor. It is proposed to apply the motive power to
vehicles of the American buggy type. In some comparative results
issued with the prospectus are given some remarkable figures, wherein
[Under this heading we give a full list of new Companies regis-
tered which take power to make, deal, or become interested in
any manner in automotor vehicles. We shall bo pleased to
reply with detailed particulars to inquiries through the
"Answers to Correspondents" column. All communications
should be addressed to the Editor. The only stipulation
which we make is that where the inquiry involves a search
of the records at Somerset House — as in the ease of informa-
tion on the subject of the holdings of shareholders — a postal
order must be enclosed to cover the Government stamp of one
shilling which is oharged before a search is allowed to be made.]
Capital.
Birmingham Cycle Co., Ld £2,000
Compressed Air Traction Co., Ld. (39, Coleman St., E.C). . 125,000
Crawford Cycle and Motor Co., Ld. (4, Mesnes St., Wigan) 10,000
Diplock's Patent Traction Engine Haulage Syndicate, Ld.
(37, Queen Victoria St., E.C.) 10,000
Engineer Cycle Works, Ld. (York) 22,000
Franco-English Motor-Car Factory Co., Ld 22,000
Griffin Foundry Co., Ld. (Stephenson St., Birmingham) . . 50,000
Harris's Micrometer Hub Adjustment, Let. . . .. .. 5,000
Maxim Foreign A Colonial Motor Syndicate, Ld. (Wool
Exchange, E.C.) 35,000
Root's Oil-Motor and Motor-Car, Ld. (100, Westminster
Bridge Rd., S.E.) 30,000
Spider Motor- Car Syndicate, Ld. (Liverpool) .. .. 1,000
Windsor Cycle Co., Ld. (Featherstone Buildings, High
Holborn) 25,000
The Work of Traotion. — Some interesting teste have recently
been undertaken in France witli regard to the power required
for the propulsion of vehicles, fitted with wheels with ordinary
iron rims and pneumatic-tyred wheels, aud the results show a
marked all-round advantage by the pneumatic wheels. A
Table of the pull required, reduced to kilogrammes, shows the
results with different roads aud different loads : —
Snow.
Empty vehicle, walking
„ trotting
150-kilograuinie load, walking....
„ „ trotting....
Wet Roads.
Empty vehicle, walking
„ trotting
150- kilogramme load, walking....
„ „ trottiug....
Iron
Kims.
Kllogs.
1786
29-60
17-83
3117
1600
1955
17-30
23-00
rneanutiu
Tyrus.
KHoks.
11-45
1527
1271
17 96
10-50
1297
12-43
1416
New and Dusty Road.
Empty vehicle, walking .... 17-42 14-05
„ trotting .... 2041 15!>5
300-kilogramme load, walking.-. 2075 1914
„ „ trotting.... 29-70 1640
Experiments were also made with various pressure in the tyres
— 3 aud 4i atmospheres— but there did not seem to be much
difference between the two.
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THE AVfOMOfOR AND HORSELESS VEHICLE JOURNAL.
[August, 1887.
CORRESPONDENCE.
*#* We do not hold ourselves responsible for opinions expressed by
our Correspondents.
%* The name and address of <A» torittr (not necessarily for publica-
tion) HOST »» all cases accompany letters intended for insertion
or containing queries.
THE BRITISH MOTOR-CAR SYNDICATE PATENTS.
To the Editor of Thb Automotor and Horseless Vehicle
Journal.
Sir, — Would you be kind enough to favour me with an
answer as to the British Motor-Car Syndicate Company's
patents ?
I wish to make a motor three-wheel cycle for my own use. Can
they prevent me from using a tube ignition to an oil-engine
which I shall use for the power 1 I can remember the tube
ignition for more than 10 years, the patent of which should
have now run out, but I find by their advertisement that they
claim all the various methods of tube ignition, electric and
explosion by heat, &c.
I shall be very pleased to be enlightened on this matter, and
shall esteem it a great favour for your reply, or you could
probably inform nie where I could get the information.
Trusting you will oblige. — Yours faithfully, Chas. Watson.
[You cannot do better than read carefully Sir David Salomous's
paper on " Motor Traffic," contained in Thb Automotor and
Horseless Vehicle Journal of May 15th, 1897, p. 302,
et seq., and after digesting the information, pass on the paper
to every one you know who is similarly desirous of constructing
a motor-car. Moreover, instruct your local M.P. that he
must make an amendment of the British Patent Law a plank
in his platform. — Ed.]
AN AUTOMOBILE CLUB FOR GREAT BRITAIN.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — I take the liberty of enclosing a prospectus setting forth
the objects, &c, of the Automobile Club of Great Britain, as
well as regulations, from which you will learn that the leadiug
characteristics of this new club will be that it should adequately
represent, protect, aud foster the true national interests of the
new industry.
When I undertook the first steps for forming this new
institution I could not quite banish some sorrowful feelings, for
when, 18 months ago, I took .the initiative regarding the
formation of the Motor-Car Club, I thought to render the
motor- carriage industry a service, and it was with this intention
also that I organised for the Motor-Car Club the receptions to
the Houses of Parliament and Exhibitions, &c, last year, in the
carrying out of which I was so ably assisted by our popular
Mr. Moore.
Unfortunately, the Motor-Car Club, like the Self -Propel led
Traffic Association, seems to have turned out more or less a
single man's institution, to avoid which was once my very object
for forming the Motor-Car Club.
Although I am only too happy to admit that both the Motor-
Car Club and the Self-Propelled Traffic Association have
undoubtedly done some • excellent work, there seems to prevail
just now a kind of stagnation, nay in some cases almost unkindly
feeling towards motor carriages.
Such a state of things is, of course, very unwholesoms and
undesirable for a young industry, the progress of which seems
seriously checked. In such critical times much disinterested
and true support and guidance is wanted, and it therefore
appears to me just the very moment that those interested in the
new movement and sympathising with same should rally round
one institution, whose only object is to support, protect, and
further the interest of the new industry, which, considering the
hitherto great achievements of Great Britain in locomotion on
land and water, is likely to become very important. I have
every hope that in course of time this will be well accomplished
by the Automobile Club of Great Britain.
' No doubt you will be pleased to hear that our friend, Mr. C.
Harrington' Moore, with all his vigour, courtesy, and general
knowledge in motor-car matters, is kindly assisting me in the
organisation of the new club, to which he will act as Secretary
pro tern.
I shall be happy to give auy further information on the
subject, and have the honour to remain, yours truly,
12, 'Norfolk Street, Strand, Frederick R. Simms.
, London, W.C.
[We refer to this matter elsewhere. — Ed.]
" la Visions About P " — We rubbed our eyes when we learnt
that the Post Office authorities had actually ordered a motor-
car, and when the same appeared last week in St. Martin's-le-
Grand we asked ourselves, Has there been a revolution ?
Allowing for the usual official inertia, we had given the Post
Office just 25 years in which to recognise the fact that auto-
motors of auy kind are preferable to horse-drawn vehicles for
parcels and postal services. Really this haste is quite unseemly,
and altogether foreign to the traditions of the G.P.O. What
has caused this enterprise 1
Sunderland Engineering Exhibition — An exhibition is
announced to be opened at Sunderland in November, 1897,
under the title of Engineering, Mining, Electrical, Marine, and
General Trades Exhibition. As the title implies the scope is
fairly wide, the classification being divided into 14 depart-
ments and 65 sections, which for a Sunderland Exhibition is
somewhat ambitious. Department D comprises self-propelled
conveyances, the subsections being (a) horseless carriages of
every description ; (6) motors suitable for conveyances, carriages,
yachts, boats, aud cycles. Department E includes locomotives,
engines, carts, and other rural means of transport. Full par-
ticulars can be obtained from the Secretary of the Exhibition,
Mr. H. H. Pinkney, at the offices, 32, Fawcett Street, Sunder-
land.
Fire at the I.E.S. Works We regret to learn that on the
24th ult. a fire broke out at the Woking works of the Inter-
national Electric Storage Accumulator Company, one of the
main buildings being completely destroyed by fire. The out-
break occurred about 5 a. in.' in the drying room from an
unknown cause, and was followed by a slight explosion, cause
of which is also unknown ; the fire afterwards spread to casting
shop in same building, which was speedily reduced to ashes.
The damage, which is covered by insurance, consists of destruc-
tion of casting shop, drying room, and loss of a considerable
number of plates ; most of the machinery and tools were saved,
and are in use again. The interruption to business will be very
slight, delay only being in execution of orders for plates which
were destroyed in drying room. New buildings will be shortly
erected, with increased facilities for qaick delivery.
Catalogues. — We have received from Messrs. Alley and
Maclellan, of the Sentinel Works, Glasgow, an exceedingly well-
got-up 'handbook of their specialities in stationary motors. As
is well known, Messrs. Alley and Maclellan manufacture in
Great Britain the Westinghouse type of simple and compound
engine — one of the best designed and most carefully-finished
motors We know of. These motors are specially suitable for
small powers, and where weight and space are serious considera-
tions. They are characterised by great simplicity, there being
few parts, easy of access, arid not exposed. There are no packed
joints, no guides, no crossheads, no piston rods, and no stuffing
glands. They are constaut thrust engines, and all working
surfaces are very large, and the lubrication is copious and con-
tinuous. Lastly, their first cost is considerably less than that
of any other first-class engine. Having used the Westinghouse
motor, we speak from experience.
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473
THE
PARIS-TROUVILLE MOTOR-CAR
COMPETITION.
Motor-car competitions in France seem to threaten to rival in
popularity horse racing, and it is certainly time that a substi-
tute was found for the latter antiquated and un intellectual
form of " sport." Hardly have tbe Paris-Dieppe and Les Poids
Lourds Competitions terminated than another was in progress.
This was a race or run from Paris to Trouville and took place
on the 14th inst. It was essentially a light vehicle competition
reserved exclusively for motor-voitnres and motor-cycles. The
former were to carry not less than two persons side by side,
and the latter must weigh not less than 200 kilos. = 440 lbs.,
without stores, &c. The course was from Paris to Trouville,
the route being St. Germain, Ecquevilly, Flins, Epove,
Mezieres, Mantes, Rolleboise, Bonnieres, Chaffour, Paxy-sur-
Eure, Evreux, Parville, La M<5re Odue, La Commanderie, La
Eeviere Thebouville, Foulaine-la-Foret, Boisnet, BazoqueR,
Lieurey, Cormeilles, Les Authiux, Pont Leveque, Touques,
Trouville, the distance being 173 kilometres, or 107-3 miles.
The route was not excessively hilly, there being but four or
five steep hills to negotiate and much of the road was nearly
level, finally ending in a gentle descent to Trouville. Prizes to
the value in all of about 11,200 francs were given away.
Among those who subscribed to the funds we noticed the names
of Mr. Gordon Bennett, 1,000 francs ; Lord Rothschild, 500 ;
Baron de Zuylen, 200 ; Le Journal des Sporti, 1,000.
As usual on these occasions much of the execution work was
performed by the editorial staff of the latter journal, the
managing director and editor, MM. A. de Lucenski and J.
Aubry, acting as starter and docker. The arrangements were
much the same as were marie in the Paris-Dieppe race, includ-
ing au exposition at Trouville.
There were 64 entries, all of which, excepting a De Dion
Steam Brake, were light oil vehicles, and they included five
Paohard and Levassor, eight Bollee, three Benz, and 13 De
Dion et Bouton motors. Many of those who competed in the
Paris-Dieppe contest also competed in this, including M. Jamin,
who won the former in his Bollee voiturette.
Of the 64 entries 48 started, and the winner was again
M. Jamin on his Bollee voiturette, doing the distance in 3 h.
51 m., or at the astonishing rate of 27'8 miles per hour. Many
other runs were improvements upon previous performances.
Unfortunately, the festivities at Trouville were at the last
moment clouded by a serious accident. One of the motor-car
competitors came to grief at Pont Leveque, a few miles out of
Trouville, and the rider, if not killed, is so severely injured
that he is not likely to recover.
The Princesse de Sagan, who takes great interest in the
motor-car movement, had arranged to entertain all the com-
petitors and their friends, to the number of 150, at a banquet
on the new pier, but owing to this sad affair it was counter-
manded.
MOTOR-CAR PROSPECTS.
Tue Rialto and Financial Timet last month both published the
following : —
"Those who are interested in the possibility of motor-cars as
a method of road locomotion might do considerably worse than
read the interview with the heads of the engineering firm of
Messrs. New and Mayne, which is published in this month's
issue of The Automotor and Horseless Vehicle Journal.
The firm apparently feels internal anguish at the suggestion
that there is no such thing as an automotor industry in this
country. We never doubted it ourselves ; for did not a repre-
sentative once go down to Coventry and walk around Mr. i
Lawsoii's amalgamated factory I However, it is something to j
know that ' quite a number ' of firms are working at electrically- ,
propelled vehicles, and this time it is Mr. A. New who promises j
40 or 50 electric cabs in London before long. Mr. New thinks
that the weight of a motor-van for carrying l£ tons of goods
would be but 30 per cent, heavier than a horse- van. The initial
cost of a motor-car would be about 25 to 30 per cent, higher
than an ordinary tradesman's van, but the cort of working
50 per cent. less. Depreciation would probably not exceed
10 per cent, per annum of the prime cost. Mr. New has some
valuable remarks to offer on the various kinds of cars for use,
and the interview is worth perusal or cutting out for reference
when motor-cars shall have emerged from their embryo stage."
The Royal Agricultural Society's Show. — This show will
next year be held at Maidstone, from June 20th to 24th
inclusive. The implement yard only will be opened on the
Saturday previous, June 18th. It has been decided to again
offer, in connection with the Maidstone Meeting of 1898, the
following prizes for setf-moving vehicles, vie. :— Class I. Self- •
moving for light loads, first prize, £100; second prize, £50.
Class II. Self -moving vehicles for heavy loads, first prize, £100 ;
second prize, £60.
A New American Electric Motor-Carriage — Professor Elihu
Thomson is stated to have been at work for two or three years
experimenting upon a motor for carriage propulsion. An
American paper says that the professor tried various elements,
such as gas and gasoline, and various oils, but finally returned
to his first love, the electric motor, and while the experiments
have been conducted with much secrecy in temporary buildings
near the works of the General Electric Company, in Lynn, it is
now understood that the perfected electric carriage will shortly
be in readiness for public use. The motors are to be placed on
the rear axle of the wagon, aud a speed of 20 miles an hour can
be easily maintained. The electricity will be supplied from a
storage battery of greatly reduced weight The motor is light,
and the steering attachment is to be connected with the front
wheels. Simplicity and durability are the prevailing charac-
teristics of tbe mechanism.
Tbe Motor-Oar Industry in Franoe. — The motor-carriage
industry has taken root far more readily in France and in other
Continental countries than it has done in England. There are
upwards of 40 firms manufacturing self-propelled vehicles in
France, and the new industry is in a much more prosperous
state across the Channel than it is here. The French have, says
the Practical Engineer in a recent issue, a decided preference
for mechanical road-traction, for they are not so squeamish
about considerations of vibration, smell, and other minor draw-
backs so long as they find autocars more economical than horsed
vehicles, and, while most of the existing tramways are being
equipped with cars propelled by steam, electricity, or compressed
air, it is stipulated that on all new lines that are laid down
mechanical power must be used. The result on the tramways
has been that the service is not only vastly improved and made
quicker and more regular, but it works out at a considerably
reduced cost, so that many a line formerly working at a loss is
now making large profits. The experiences of the experimenters
with oil-driven m >tor-carriages have apparently not been very
encouraging, and all tbe manufacturing firms are more sanguine
about the future than satisfied with the present. In regard to
steam, the chief progress recorded seems to have been made by
the Scotte road train, which in the transport of passengers has
been put to very severe tests in various parts of France, and has
come through the ordeal very satisfactorily. It is an omnibus
train consisting usually of the motor carriage with a large
omnibus attached to it, and the experimental service of these
steam vehicles between Courbevoie and Colombes, in the
environs of Paris, has, during the month or two for which the
road trains have been at work, given every satisfaction not only
to the public but also to the different local authorities from
various parts of the country who have seen the system, and,
having being especially pleased with the absence of the injurious
effects of the traffic on the roads, have been considering the
advisability of adopting it for passenger service in their several
rural districts.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Auomt, 1897.
PROCEEDINGS OF SOCIETIES.
The Decimal System in Engineering Measurement.*
Broadly speaking, the decimal system is used In engineering in this country
whenever calculations other than mere checking have to be made, or when
very accurate dimensions have to be expressed ; and in either case, in
mechanical engineering, the decimals are generally those of the inch, its
square, or its cube. The reason of this Is fairly obvious. As regards calcula-
tions, decimals are, on the whole, far simpler than vulgar fractions, and they
allow of the ready use of the slide-rule or of tables of logarithms.
It is true that occasionally simple vulgar fractions have to be dealt with, as,
for Instance, one-sixth in the case of the formula for the strength of a rectangular
beam. In such cases the vulgar fraction would obviously be used ; to convert to
decimals would correspond to using a slide-rule or a book of logarithms to
multiply 6 by •">, or some such simple sum.
In the case of accurate dimensions in mechanical engineering, fa inch is far
from being a sufficiently small dimension ; hence the use of the terms bare and
full ; and as, fur interchangeable work, such vague dimensions are very unsuit-
able, recourse is naturally had to the use of Tja inch and T0V,s inch. The
writing down of accurate dimensions is also very cumbrous even when they can
be expressed by fa inch.
Compare, for instance, 11 inches + H + A '*" A 1()are witn its decimal equiva-
lent 11*98 inches. No doubt the same dimension may be more briefly expressed
as 11JJ inches, but this form is not generally used in practice, and there are
obvious reasons why this should be so.
It will be observed that the decimal expression has only been carried to the
second place, and this is because the uncertainty in fa inch "bare "is of the
order of TA, inch. If the decimal expression Is extended to the third place, an
order of accuracy is reached expressed by Iini4 inch on the binary scale, fractions
which are not practically workable.
When dimensions of no special accuracy have to- be stated, the natural
tendency to successively divide the unit by two gains the upper hand; Not-
withstanding this tendency and the prevailing custom, it can scarcely be
doubted that it would be preferable to state all such dimensions in decimals of
an loch.
If decimals of an inch are adopted, the system is titill incomplete, owing to
here being 12 Inches to the foot, 3 feet to a yaid, and so on.
It is here that the metric system has a great advantage — it is a decimal
system throughout. As experience in such a matter has more value than mere
theory, a statement of the results of introducing the metric system of linear
measurements into the works of Messrs. Willans and Kobinson may be of
Interest.
In the first place, it Is desirable to say a few words about the class of work and
method of manufacture carried out at the works In question.
The Willans central-valve engine and the Niclausse water-tube boiler are
.manufactured, each in certain definite standard sixes, and the parts required
are made to gauge and template in targe batches, and have to conform to fixed
dimensions within specified limits of accuracy, in order that strict adherence
to the intercliatigeable system may be maintained.
In the machining and examination of the parts, gauges and templates are
used, as far as possible, to the exclusion of the measuring rule. Whether inches
or millimetres are used is, therefore, not a matter of much importance.
At the marking-off table the measuring rule is, of course, more used, ami the
question of convenience in the unit of measurement, and its divisions, is of
greater importance. The parts are, however, dealt with in batches, and the
convenience or otherwise of the unit of measurement, and its divisions, tells
once only for each dimension for the whole batch.
The circumstances that led to the adoption of metric linear measurements are
not of general interest, and, for reasons which need not be entered into here,
they were only applied to the Niclausse boiler and to certain sizes of the engine,
the earlier sizes being still made to drawings figured In feet and inches. Thus
the two systems are concurrently at work in the same shop.
There would have been no advantage in re figuring these drawings with
equivalent millimetres, and to make new parts to millimetres to interchange
with old parts made to inches would be impossible without going to several
places of decimals. The old gauges and templates were marked with the
millimetre equivalent to the tnim place of decimals, but this was merely to
accustom the men to sizes expressed In the new system. It may be mentioned
t hat the men were supplied with rules marked with millimetres ou one side and
Inches on the other.
The expense involved consisted principally in providing a complete set of
gauges. New templates and jigs had also to be made, but only a portion of
their cost is properly chargeable to the introduction of the new unit, as the
greater number of them would have been required in any case.
The only difficulty met with has been in connection with the screw threads.
Hitherto the ordinary Whitworth and gas threads have been retained ; but, for
reasons connected with the manufacture of the engines abroad, the body of the
bolt or stud Is turned larger than usual, the excess being 0*3 millimetre for £dnch
Whitworth, and 2 millimetres for l|dnch Whitworth ; intermediate sizes are In
proportion, all being brought up to even millimetres. The bored holes are then
able to take the corresponding screw cut to the standard used by the French
makers of the engine, who use the thread of the Societe d 'Encouragement,
which is .slightly larger than the Whitworth, and which, it is stated, promises
to become universal in France ; it is now adopted by the French navy and
railways.
The "metric dimensions were introduced in May, 1«93, and. after four years'
working, the following is the result :■—
No difficulty has been experienced in getting draughtsmen to use the new
measures. No serious mistakes have been traceable to the change, and very few
minor ones. The draughtsmen are practically unanimous in favour of metric
measures, finding It easier to design, to check, and to read millimetre drawings.
Taking all fractions into account, little more than half the number of figures
oi merly used are now required to express a dimension. An average case would
e 3 feet 1<! inch, which, ou a millimetre drawing, would be figured 1*19 ; and an
xtreme though possible case is 3 feet 1 s\ + fa Inch bare, which becomes 942*4.
* Pa|>er read at the proceedings of the Institution of Civil Engineers, by
1>:.nky Riall.jSamvm, Capt. K.K. (ret.), M. Imt. C.E.
The need to use decimals of a millimetre it* very Infrequent, but in the case of
inches the use of fractions Is, of course, the rule. A cylinder, for example,
might be figured 2 feet 6 inches on an inch drawing, anil 770 on a millimetre
drawing; the piston body must have a certain clearance, say fa inch In one
case, or 1 millimetre in the other, in which case it must be figured 2 feet
5j j inches on the inch drawing, whereas on the millimetre drawing the dimen-
sion becomes simply 768, and the use of fractions is wholly avoided.
The proportions between dimensions are more readily appreciated when
expressed in millimetres; thus the ratio between 27 millimetres and 49 milli-
metres is much more easily apprehended than between I fa inch anil 1 J| inch.
A point of some importance is that the ordinary foot- and Inch-ticks or marks
are not required, and with them disappears the possibility of having 2 InrheH
added to each 10, or deducted from each foot fn a dimension. A case of thia
kind occurred in which two 13-lncb flanges intended to come together were
shown on different drawings ; In one of them a tick was introduced after the
one, and that flange was made 1 foot. 3 inches.
With millimetres a cypher might possibly be put in, or omitted ; but a
dimension ten times too big or too small, would at once be noticed as absurd.
In the drawings, scales 1, A, \, fa, and occasionally of fa, fa are used. It is
found that this number of scales is amply sufficient.
No mistakes have been made in marking off work to millimetre*. The men
preferred the old system at first, the new figures conveying little Idea of size ;
b it they are now 'much In favour of the millimetre, and find drawings ho
figured easier to read. The shop where the difficulties of the change would In-
most felt is that in which the tools and gauges are made ; the foreman says that
it was a little awkward at the outset —for about two days.
In the works manager's opinion, the metric system would prove even more
advantageous in shops where measurements are taken from the rule than where
gauges are used. He considers It easier to teach men the use of the rule with
the metric than with English measures.
The Value and Scope of Inland Navigation.*
Although the development of inland waterways in England has been eon
sidered and discussed in a desultory sort of way during the last decade, the
, all-powerful and far-reaching influence of the railways has no doubt delayed
t any decisive steps being taken in the matter.
i The first step to be taken is to persuade the railway companies who own
: waterways, and even those who do not., that a system of properly constructed
1 canals would act as an auxiliary and not as competitors in their tcade, an I that
| the two could really be worked together with advantage— mine rals and other
heavy goods being sent by water, and the lighter traffic reserved for the
railway.
The disadvantages of waterways may be summarised under the following
four headings s —
(1) The Bpeed of traffic is necessarily somewhat slower than by rail,
(ii) The difficulty of increasing the normal speed, owing to Its being regulated
by the number of stoppages at the locks.
(iii) The probable disorganisation in the winter by frost, and In canalised
rivers by floods.
(iv) The dlfficu'ty of arranging the levels so as to suit existing works, and
the almost absolute necessity for discharging by means of a crane or other
mechanical power.
The first disadvantage Is In reality no disadvantage at all ; It Is not proponed
to carry goods by canal which are required immediately, and when cost is a*
important as it is to-day, a trader would and does soon become accustomed to
allowing sufficient time for the slower carriage of his goods.
Again, both Nos. (i) and (ii) could in any modern system of canals be much
modified by the use of hydraulic lifts similar to those at Anderton and Lea
Fontinettes, which not only save water but obviate long flights of locks by a
single fall of perhaps 50 or 60 feet.
The chief reason for No. (Iii) being at present such a formidable disadvantage
lies in the fact that there is little or no steam-propelling power in use on the
canals, and that the sectional area and depth Is so small.
Were steamers more In use, and suitable ice-wefrs provided, there are very
few winters In England when, by the judicious employment of labour, plentiful
at such times, waterways could not be kept partially*, if not entirely, open.
The fourth disadvantage has already been very successfully overcome, at any
rate for bulk traffic, such as grain or coal, by the ingenious contrivance devised
by Mr. Bartholomew on the Aire and Caider Navigation.
"For the handling of other goods, either for discharging or transhipping
purposes, the steam derricks employed on the River Weaver have been found
not only rapid but economical, especially when they are fitted either on a
suitablecraft or are carried by the steamers towing the" train of boats.
The advantage* of waterways may, on the other hand, be summarised a*
follows:—
(i) Goods can be carried in greater bulk than by mil.
(ii) Boats can load or discharge at any point on the bank9 without risk of
collisions or the construction of special sidings.
(iii) For fragile, or partially fragile, articles, such as bricks, pipes, light
castings, Ac., there is less liability of breakage.
(iv) The cost of repairs and maintenance both of the canal and moving plant
is less, thereby lessening the cost of carriage.
It is quite evident that large quantities of mineral and other bulk traffic can
be carried more advantageously In boat loads than in small wagon loads, and
where small quantities of numerous articles are r- qirred, the difficulty can l>e
overcome by what may be termed *' omnibus" boats owned by •'carrying com-
panies," or' even the canal company itseif, which have a regular service, with
receiving and delivery offices or suit-offices. On the Weaver a large trade is
carried on in this maimer, and comparatively small individual quantities of
§oods are carried from Liverpool to any point on the river at which they mav
e require* I : whether such point is a properly constructed dock or wharf, or
only a field, the long jib of the steamer's derrick landing the load well ou shore,
even if the bank is unprepared.
It is seldom there are any complaints of breakage. It is, of course, useless to
expect a full development of canals until there is uniformity of width ami
increase of capacity, the present narrow canal boat carrying, perhaps, 2h tons or
less, requires the same crew as one of 10 times tliat capacity, and the power
* Paper read at the Engineering Conference, by* John Arthur Sjxkk
M. Inst. C.E. **
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required for towing In ft proper section of waterway would be very little if ftt
all Increased. The actual cost of salt carriage on the River Weaver Is somewhat
under %d. per ton per mile, including all Interest, depreciation, stores, wages,
and toll.
After mature consideration of the question of gauge the author Is of opinion
that a canal 40 feet bottom width, 72 feet surface width, S feet deep, and having
therefore 443 square feet sectional area, would accommodate vessels 76 feet long,
18 feet beam, 7 feet draft, and of about 210 tons displacement.
The locks should be made to accommodate either two or four of such craft ;
In the latter case a steamer and train of three could pass through at once,
saving much time. The advantage of adopting such dimensions would be that
all the existing boats could be used until worn out without undue waste of
water at the locks and lifts.
In conclusion, the value of inland waterways is at present at a discount owing
to want of organisation ; their scope of usefulness is greatly restricted from the
same cause ; but both the value and scope could oe enhanced on the lines
briefly sketched herein, and the question is one of such importance that it in
worth the consideration of a special committee of politicians and engineer*
appointed to fully Investigate and report- on the most practical and economical
method of placing Inland waterways in the position they should occupy in the
economy of the country.
The Value and Scope of Inland, Navigation.*
There are at the present time frequent Instances in which the old-world
** monkey-boat "canal, practically in the same primitive condition as when It
was constructed at the end of the last century, successfully holds its own In
spite of, and in the very teeth of, the competition of first-class main-line
railways equipped with every modern appliance.
Examples which occur to the author, and of which he has an Intimate personal
knowledge, are the Staffordshire and Worcestershire Canal, the Worcester and
Birmingham Canal, the Oxford Canal, and the Warwick Canals, the latter
forming part of the waterway from Birmingham to London.
These canals are all free from railway control. They are essentially narrow
canals, their dimensions being roughly a top width of 4u feet, a mid' lie depth of
from 4 to 4ft feet, and with locks capable of passing a boat 70 feet long by 7 feet
beam, and carrying at most 35 tons, more frequently only about 25 tons.
On none of them can steam haulage be profitably employed, whilst shallow
locks abound throughout them, ana mechanical lifts or other time-savin %
appliances liave nowhere been attempted.
They are. in fact, mere ditches and of a most antiquated type, and yet,
although they are in each caw in direct competition with first-class lines of
railway, they pay their way and carry a considerable through traffic — a fact
which, per te, constitutes strong evidence of the value of Inland navigation.
The consideration of this fact also leads directly to the question of the scope
of inland navigat ion and of its possibilities if a systematic development of the
waterways should be undertaken.
At present the canals cited merely serve the purpose of keeping down railway
rates. This is certainly a useful function, but, nevertheless, falls far short of
the full capabilities of a modernised system of inland navigation.
The canal of the future must do much more than this. With well-planned
improvements it has within its scope the reduction of the cost- of carriage of
heavy goods to a point far below anything which can be attempted by railway
liaulage unless it happen* that the present railway charges are inordinately in
excess of what they should be.
For these benefits to be reaped to the full, however, the sectional area must be
Increased, bridge spans must be widened, and changes of level must be concen-
trated and overcome by mechanical lifts.
Such an alteration in the canal will permit of a large bulk of goods being
conveyed In one bottom instead of in many small canal boats, and of the substi-
tution of mechanical propulsion for that of men and horses, as at present.
If with such improved conditions the administrative arrangements are also
modernised and regular services established the cost of conveying goods may be
reduced to about one-half of what has been possible upon the old type of canal,
the extent of the reduction depending very much upin the nature of the
i m pro vemen ts .
The actual extent of the improvement, and the sectional area to be aimed at,
might be supposed to depend mainly upon the quantity of traffic which such
improvement would be likely to draw to the canal, but there are frequently
other determining factors.
The author has had on several occasions to make surveys and prepare estimates
for the improvement of canal navigations, and he has always found that there
is a point up to which improvements may be carried out at a moderate cost, but
that owing to some local circumstance the moment that point is passed the cost
increases inordinately.
In such cases ft is prudent to carry out the least costly scheme In the first
Instance, even if It should eventually necessitate a portion of the work being
done twice over.
As an instance, he may mention that he has recently had to report upon the
cost of improving the waterway between Bristol and the South Staffordshire
irou district, and he found that out of the whole distance jf 103 miles, no less
Hum 78 from Bristol Inland were navigable by barges of 225 tons carrying
capacity, or could be made so with a few inexpensive alterations.
For the last 2-i miles, however, the waterway— the Staffordshire and Wor-
cestershire Canal— was navigable by small canal boats only, and very early (n
the investigation it became obvious that whilst the navigation could be adapted
to the 225-ton barge or its equivalent right up to Wolverhampton at a moderate
outlay, any increase, howevtr slight, In size of vessel to be accommodated would
require costly alterations in the lower reaches.
He has therefore advised the Improvement Committee to confine their efforts
for the present exclusively to the enlargement of the 25 miles of canal, so that
it may be of the same capacity as the remaining 78 miles of the navigation.
He has recommended that the improved canal shall have a top width of
60 feet, a bottom width of 40 feet, and a depth of 7 feet, with locks capable of
passing vessels «5 feet long, 19£ feet beam, and drawing 6A feet.
He estimates the cost of the work at £360,000, which includes a provision for
reducing the number of ponds into which the canal Is split up from 31 to 11,
substituting inclined plane lifts in many places for the numerous groups of
liM'k*. It also pro\*i*les for an lumber of straight cuts which will do away with
Awkward bends and shorten the travelling distance by 2| miles.
* Paper read at the Engineering Conference of the Institution of Civil
Engineers, by Edward Dim mack Marten, M.A., M. lust. C.E.
The outlay represents an expenditure of £16,000 per mile of finished canal as
compared with the original Inclusive outlay upon existing canal of under
46,000 per mile.
The improved navigation will accommodate not only a 225-ton barge for use
between Bristol and Wolverhampton, but also a thoroughly seaworthy steamer
capable of running between Wolverhampton and London, Liverpool or other
ports, and carrying 150 tons, and the writer believes, as the result of careful
calculation, that if full and regular return loading can be relied upon, and If the
work were done by a Trust not seeking profit beyond what, is required to pay
Interest upon capital invested, the actual cost of conveying heavy goods between
Wolverhampton and ship side in London will be little more than half the charge
now made by the railway companies.
The subject of ways and means, though not strictly an engineering one. Is
all-important. Space does not. permit of the writer entering upon It, but he
ventures to suggest as an exceedingly useful topic for discussion at a conference
of experts, the question as to the auspices under which works of canal improve-
ment shall be carried out.
Is there any prospect of Its being taken up as a national concern ? Or Is It to
be left to the Company Promoter? Or shall it be put into the hau.U of a Trust,
delegated by the district to be benefited, and if so, shall the required capital be
raised upon the security of the rates of such district ?
NEW INVENTIONS.
Claiming particularly to apply directly or indirectly to Motor
Vehicle*, i(c.
Co-npiled for"TH« AuTouoroE and Homilbm Vehwli Jottbnal"
by Hbbbebt Haddan and Co., Registered Patent Agents, of
18, Buckingham Street, Strand, W.C., London.
,* At the requeet of a numher of tubucribert toe are pleated to
announce that for the future ice have arranged to more thoroughly
cover the field of complete! Patent* referring to the Motor-Car
In lut/ry, by reproducing the lateat Specification* and Diagram*.
Patents Applied For.
Abbreviation* : Irapts., Imprjre.nenti in ; Relg., Relating to.
1897.
Julv 1.
■■" 1.
.. I.
,. 1.
•• 2.
., 3.
15,663.
15.IWS.
15,667.
15,719.
15,737.
16,8,0.
,. 3.
15,877.
.. 5.
,. 5.
„ 5.
„ 5.
,. 7.
15,949.
10,950.
15,951.
15,95V.
16,133.
„ ».
16,296.
„ 9.
16,310.
„ 10.
., 13.
16,401.
16,608.
„ 13.
,, 14.
„ 14.
16,511.
16,705.
16,715.
„ 16.
., 21.
„ 22.
16,865.
17,226.
17,814.
„ 26.
17,494.
„ 27.
„ 30.
,. 3u.
„ 3'J.
17,552.
17,851.
17, 172.
17,<SW.
30. 17,908.
W. G. Hkvs (M. Jouflfert). Impts. relg. motor-cars.
.J. W. Drabble. Impts. relg. velocipedes, autocars, Ac..
J. Fletcher. Impts. velocipedes and motor-driven vehicles.
C. A. Hollstein. Impts. electric road cars.
J. Walker. Impts. method of driving autocars, Ac.
A. Mullkk and H. Tubor. Electric propulsion of vehicles,
boats, Ac.
L. Cerebotami and C. Morabklu. Feeding electricity to
motor-cars.
A. A. Pope. Suspension of motors and transmission gearing.
A. A. Pope. Supporting steering wheels.
A. A. Pope. Impts. steering mechanism.
A. A. Pope. Irapts. transmission gearing.
Castelb and Kkaknheab. Lever gear for mechanically-pro-
pelled vehicles, cycles, Ac.
G. A. and H. P. Phillips and P. B. Baker. Impts. driving
chains.
K. V. Tatin and J. A. TanIese. Impts. steam -propel led
vehicles.
W. Peck. Automatic steering gear,
C. M. TtKRELL and The Coventry Motor Company
(Limited). Starting cranks or pedals for motor vehicles.
Q. P. Priestley. Impts. relg. driving apparatus.
C. B. Calloch. New or improved motor-car.
B. H. HoDOKlirsoN. Impts. velocipede* an i automotor
carriages.
C. La i' he. Impts. driving gear.
H. A. Lampluuh. Impts. cycles and motor-carrl 'ges,
H. H. Lake (W. A. McQuire). ImpU. relg. motor vehicles
for railways.
H. T. Warren. Canopy shield and protector for motor-cars.
Ac.
K. Harburn. Raising or lowering handle bars.
A. W. Sawhy. Impts. mud guards.
R. 8. Lermit. Impts. gear cases.
E. KichaRBson and H. M. Moiwtforb. Heduclng vibration
in motor-cars, Ac.
A. B. Ci N.MNGHAM and G. T. IIarrap. Impts. motor-cars.
1 Specifications Published.
7,333. Grae, Petroleum, or like Motors. Albert Bduoard
Le Brun, Montrauge, France. March 20th, 1897.
. This invention relates to a new gas, petroleum, or like motor, and relates
more particularly to the special arrangement of the fly-wiieel, which forms at
the same time an engaging sleeve or device, to the [tarts provided for regulating
the distribution and to the contiol of the pistons.
The improved motor comprises In principle two convergent cylindrical parts.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[AtrOMT, 1897.
«>, the pistons, 6>, V, of which travel In the same direction and actuate the
driving shaft, c.
The explosive mixture is admitted to the explosion chambers by any suitable
device ; its ignition is effected in the usual manner, either by igniters raised to
incandescence or by means of an electric spark.
The distribution is effected in the following manner : —
The rods, rfi, d», of the Inlet valves are raised alternately by the extremities of
bell-crank levers, e', e», pivoted at/1 and f* respectively to the rods, pi, jr», to
which a reciprocating motion is imparted by means of the connecting rods,
A1, A*.
These latter are driven by the exeentrics, i1, «•, respectively which are
arranged at an angle of 180° upon an intermediate shaft, j.
FIE.l
$£=>
This shaft is driven by the shaft, c, by means of toothed wheels, A; lt which
are in the relation of one to two, so that the intermediate shaft,,;, makes only
half a revolution for each complete revolution of the shaft, e.
This arrangement is regulated in the following manner ; —
The shaft, r, imparts its rotary motion to a governor, o, of any suitable
description, which acts upon a lever, p, pivoted at pl. This lever, p, actuates by
means of a vertical rod, 7, an horizontal bar terminating in a T-shaped portion.
Under these conditions, If the speed of rotation of the shaft, r, increases, the
lialls of the governor separate, the lever, p, acts upon the vertical rod. q, and
the horizontal bar advances In such a manner as to stop the extremities of the
bell crank levers, e', «*, as they rise, and prevent the latter from acting upon
the corresponding rod, </', rf*, of the Inlet valve.
The admission of the explosive mixture is thus interrupted until the speed of
the shaft, r, again becomes normal, for when this has taken place the balls of
the governor again approach each other, the vertical rod, q, moves back,
bringing with it the horizontal liar, r.
The shaft, r, carries a fly-wheel, *, of a special kind, whirl, forms also an
eugaging sleeve, acting upon a conical pulley, J, fixed upon a shaft, «, which
communicates the motion so Imparted to it to the different parts to lie actuated.
Engagement and disengagement are effected by Imparting a motion of
translation to the shaft, u.
The shaft, e, carries at its free end a crank or handle by means of which the
motor can be started.
7,785. Automatic Igniting Apparatus. Donat Bank!, 11,
Rorsahegy utca 6, and Johann Csonka, of Szovetseg
utcaa 5, Budapest, Hungary. March 25th, 1897.
This Invention consists In connecting an igniting tulie, Z, by means of a tbln
tube, r, with the comhustinu chamber. R. By employing suitable dimensions
for the igniting tube and the connecting tube the igniting tube remains
glowing without exterior heating, but only by the heat derived from the
explosions in the rylfnder and the lighting operated by this glowing tube is
effected regularly near the dead point.
A tube, /, which has to l>e kept glowing by the explosion hes\ must lie
coniltosed of an appropriate material which receives heat well, and must have
a surface receiving a great heat In proportion to the heat delivering surface;
also the igniting tube must possess a sufficient mass in order to receive and
bold a corresponding quantity of heat in itself. In order to correspond to
\ all these conditions there must l»e used a tube about 4 to 6 mm. thick
(preferably of copper) with a bore not less than 6 to 7 mm. A thin igniting
tube, as used tor ignition in explosion motors with exterior heating, is cooled,
as soon as the exterior lamp Is t iken away, and has therefore not the property
of autrmiitic Ignition.
In this lighting tubs, composed of the two parts, Z and z, the part, Z, lias
a high Ignition temperature, whilst the tube piece, z% will never obtain so
bigh a temperature, that is to say, it can keep a lower temperature than is
necessary for ignition from the explosion period up to the moment of. Ignition.
The ignition is therefore effected by the tube, Z, and an ignition by the tube
piece, --, is excluded.
This property of the thin connecting tube, z% gives the explanation for the
fact that by inserting this tube early ignitions are avoided.
At the beginning of the compression the whole tube, Z and -, is filled with
uncompressed couibusted gases, but before the tube opening there is the
combustible mixture. On compression, the combustible mixture penetrates
first into the thinner tube, z, ana moves the expanded gases into the tube. Z.
In consequence of the rising compression there would pass continually
explosive mixture from the tube, r, into tube, Z, which mixture Is Ignited by
the hot walls of the tulie. Z, and will continue burning on the tube opening, z.
Near the inner piston dead point the piston velocity becomes less, the com-
pression and the current through the tube, s, will therefore become weaker,
until the flame moves finally through the tube, ?, back into the cylinder
interior.
10,478. Motor Road Cars. James Compton Xerryweather
and Christopher John "Wallace Jake man, of the firm of
Xerryweather and Sons (Limited), Greenwich Road,
Greenwich, Kent. May 15th, 1896.
Ketates to improvements in the construction of self -propelled carriages
actuated by steam.
In one form use Is made of one of the patent bnilers (No. 18A5—80) as used in
steam fire-engines, fitted with an automatic gear for feeding the boiler with
water, and an automttic gear regulated by the steam pressure for controlling
the supply of liquid fuel to the turnace. In order to dispose of the exhaust
steam a compound engine is used, preferab'y with three cylinders, which
exhaust at a low pressure into* a surface condenser formed of flat copper tubes
irr±rrhrd
preferably under the vehicle. The water from the condenser is collected in
a closed tank, and any remaining vapour Is conducted into the uptake through
a superheater. The engine and boiler are carried on a light steel frame, and
the carriage body, which may be closed or open, is supported thereon by
suitable springs. The wheels are fitted with elastic tyres, covered with a
preparation of leather to reduce the wear, and are arranged to run freely on
fixed axle arms, two of the arms being pivoted at suitable points for the purpose
of steering. G raring is provided for varying the relative speed of motor and
carriage, and balance gear is fixed on the intermediate shaft to allow for
turning curves.
A Is the boiler, B the engine, C the condenser, D the balance gear. B the
steering wheel, P the driving wheel. Q water tank and coal bunker, H is the
uptake from the boiler, and I the reversing lever.
10,424. Cooling the Surfaces of the Cylinders of Explosively-
Driven Engines. Frederick Richard Sinuns, 12, Norfolk
Street, London. May 15th, 1896.
The ribs employed for the cooling of the explosion chambers are made so as
to project radially outside the cylinder, and are made larger and larger in
diameter as they approach to the hack end of tLe cylinder, so that the outlhie
will resemble that of a f rust ruin of a cone. The ribs may form helixes round'
the cylinders. The ribs or projections are curved so that their peripheries are
turned towards the front of the cylinders, and holes or slots are made In these
ribs or projections, which holes or slots are preferably to be arranged so that
they hit and miss one another ; and when projections only are used ami not
continuous ribs on the outside of the cylinders, these projections are to be
preferably arranged also to hit and miss when viewed from either end of the
cylinder. The holes or slots are for the purpose of increasing the surface
exposed to the air by allowing the air or draft to pass through, and they are
arranged and shaped' as stated, to cause the air that will impinge upon the
surfaces of the ribs or projections to be forced into more Intimate contact with
the metal of the projections or the ribs, and with the body of the cylinder.
Or the projections may take the form of thin rods or "wires projecting from
the sides of the cylinders at right angles, in a maimer similar to that of the
hairs of a brush or "broom, and they are curved and Increased in depth in the
same manner that the ribs or projections previously mentioned are; or these
thin wires may be fixed on the outer rim of the projections described.
In lieu of curving the ribs or projections so as to present concave surfaces
towards the front of the cylinders that it is desirable to cool they may Ur
inclined forward,, and this will produce a similar effect.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
477
12,874. Internal Combustion Motor*. John William Hunter,
Rastdown Works, Dermody Road, Lewisham, Kent.
June 5th, 1896.
This invention has for its object the construction of a motor which shal
be as free as possible from shook and vibration when in action, so as to render
it specially suitable for the propulsion of automobile vehicles and launches,
and for use in situations where a rigid foundation is not available.
Description of Drawing. — A, cylinder, allowing pistons at half stroke ;
B, rocking bar, with arms extending upwards to connect with pistons, and
down to crank, the connections at both ends of the oylinders being the same ;
0, crack shaft, having a double throw crank, the cranks and pistons at opposite
ends of cylinders being connected together and operated as shown ; D, frame
supporting the mechanism ; E, water jacket; F, fly wheel.
An engine built in this manner hat its two cylinders acting alternately, thus
giving an impulse once In every revolution of the crank shaft. Any number
of cylinders tuning their pistons connected in like manner with the rocking
bar at each end of the cylinders, all acting on one crank, could be employed;
but a much better plan is to duplicate the two cylinder arrangement, using
a shaft provided with two pairs of cranks set at right angles to each other,
which arrangement will furnish an impulse twice during each revolution of the
crank shaft.
This motor may be worked by gas, petroleum, spirit, or any product capable
of forming an explosive compound, and is fitted with the usual valves, Ac.,
necessary to the working of a gaa or oil engine, and may be fired either by
a heated tube or electrically ; but these part* are not described or illustrated,
they being such as are common to motors of this class. The cycle of operations
when the engine is working is as follows in a single cylinder engine :— 1, draw-
ing in the charge ; 2, compression ; 3, firing ; 4, exhaust ; but any other cycle
may be adopted if practicable, and variations in constructional details may be
permitted providing the general principles involved are adhered to.
15,349. Mechanism for Transmitting Power in Autocars or
Horseless Carriages. Hippolyte Lepape, 23, Rue Mon-
taigne, Paris, France. July lOlli, 1896.
The transmitting mechanism Is supplied with a toothed wheel furnished
with either interior or exterior cogs, or with a lantern wheel, A, held In any
convenient way to each of the driving wheels, B, of the autocar, this lantern
or other wheel, A, being actuated T>y toothed pinions, C, keyed on the
shaft, D.
This shaft, D, is supplied with a differential motion in case the two driving
wheels should be actuated by the motor. The said shaft. D, is held by the two
bearings, E, jointed according to Cardan's system, fixed on oscillating arms, H,
secured on the ax'e of the driving wheels, A. Between the' arms, H, the
shaft, D, has a polygonal section, or is supplied with n long cotter or projection.
thus allowing the' friction pulley, the hub of which has a similar section, to
be placed freely on the sliaft, the object of this disposition being to unite
intimately the shaft and the pulley in the rotatory motion, and, moreover,
to allow the pulley to slide from left to right without the rotation being
interrupted.
J. & C. STIRLING,
The Hamilton Carriage and rioter Car Works,
HAMILTON, N.B.
Lotor Dogcarts, Motor Stanhopes,
Motor Victorias, Motor
Waggonettes, with Daimler Motors.
MOTOR DELIVERY VANS,
to carry 10 to 15 cwt.,
with DAIMLER MOTORS.
CATALOGUES NOW READY.
ORDERS NOW BEING RECEIVED
FOR EARLY DELIVERY.
PRICES ON APPLICATION.
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478
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[AtroosT, 1897.
20,141. Tyres for Wheels of Carriages, Motor-Cans, Ac.
John Ebeneser Hopklnson, Para Bubber Kills, West
Drayton, Middlesex. September lltb, 1986.
Relates to the construction of those tyfes for carriages and otlier vehicles
which consist of an outer solid or " enshiou " t vre bearing upon a pneumatic or
air tube, the latter and a portion of the former being enclosed within a metal or
other suitable rim.
The outer tyre is formed with a groove on each side so that it may be retained
between the re-entrant flanges of a suitably shaped rim. The grooves thus
formed in the outer tyre cause the latter to be furnished with Inner and outer
double flanges. The outer flange may be flat or curved or corrugated or moulded
to any desired pattern. The inner, flange bears upon the air tube enclosed within
the rim and should be curved so as more or less to conform to and partially
enclose the air tube. One or more layers of canvas or other fabric are inserted
between the outer tyre and the air tube and soliitioned or otherwise secured
together, great care being taken to make a perfectly secure attachment of all the
various part* together. Or the solid tyre may be formed with a groove on each
side to be retained by re-entrant flanges on the rim, the rim below the flanges
sloping slightly outwards, and the solid tyre having a corresponding shape, the
pneumatic tyre being normally narrower than the solid tyre. In this wav the
composite tyre is kept with approximate accurac3- In "its position when it
approaches the flanges of the rim, and the friction between Its sides and those
of the rim when It is constrained to move within the rim is materially reduced.
4,096. Wheels for Cycles, Road "Vehicles, *c. Blchard
Thomas Bellemey, King Street, Sydney, New South
Wales, and Charles Bellemey; Bosh Street, Woollahra,
near Sydney. February 15th, 1807.
The tyre, A, Is made of wood, or iron, or steel, or like material, and mav have
an outer facing, or wearing strip, If desired. As shown, this tyre. A, Is" made
segment shape, and of wood, and it ha* stiffening spokes, B, reaching Inwardly
to a ring, or boia, C, set centrally around the huh of the wheel. The spokes, B, are
attached to this tyre and to the central ring, C. The springs, D, are shown as
helical, though they niay be flat, or of other shape, and these springs are placed
between the tyre. A, and the rim, E, sitting up against the inner face of the
tyre and being fastened thereto, and against the outer face of the rim, £, and
being fastened thereto.
It will he seen that in passing over inequalit ies upon the roadway, that the
springs, D, will compensate for those Inequalities, and will allow the tyre and
the tyre spokes and central ring, C, to flexibly move without affecting, "or only
very slightly affecting, the inner wheel constituted by the rim, E, the rim
spokes, aurt the hub, and thus very little vibration will be felt.
Various modifications are described.
PUBLISHERS' ANNOUNCEMENTS.
Just Published. Crown 8vo. Fully Illustrated. 4s. 6d. Cloth
riOTOR CAR5:
OK,
POWER CARRIAGES FOR COMMON ROADS.
By A. J. WALUS-TAYLER, A.M.Inrt.C.E.,
Author of " Modern Cycles^' eVc.
CONTENTS. — Chapter I.— Introduction. II.— Eaily Examples of Steam Roid
Carriages. 1 1 1. — Recent Examples of Steam Road Carriages. I V. — Internal
Combustion, or Explosive Engine Carriages. V. — Electric Motor Carriages.
VI.— Miscellaneous Motor Cars or Power Carriages. Appendix: A. The Autocar
Bill. B. Motor Car Regulations. C. The Carnage of Petroleum: Regulations.
D. Taxes on Motor Carriages.
CROSBY LOCKWO0D ft SON. 7, Stationers' Bill Cowi, EX.
5,748. Mechanism of Power-Propelled Vehicle*. Frederick
William Lancheater, Cobley Hill, Alveohurch, Worcester.
March 14th , 18S6.
Tliis invention relates to improvements In the gearing and controlling ami
steering mechanism of power-propelled vehicles, and consists, firstly, of the
method of controlling the transmission of power by means of a epieyelir
train of wheel work of which a part is acted on by a brake or brakes ; secondly,
of the method of controlling the relative motion of steering wheels on indepen-
dent centres by means of separately centred levers arranged to actuate the
respective wheels bv sliding or equivalent link connection and coupled to one
another ; and thirdly, of steering mechanism, comprising two indejieiidetitly
mounted steering wheels in combination with separately centred actuating
levers coupled to one auother and to suitable operating mechanism, consisting:
of a handle bar pivoted to a tiller bar and having a slotted extension iu sliding
contact with a fixed pin or bracket.
6,740. <3ras, Oil, or Hydrocarbon Vapour Engines. Joseph
Ibbett, of Market Square, St. Neots, Hunting-don.
March 27th, 1896.
The engine is of the inverted cylinder type, ami the valves employed to
govern the admission of air and gas, and the emission of the exhaust, products
of combustion may )>e operated in any convenient manner. Surrounding tlie
upper half of the cylinder is a helical coil of pipe, and this is arranged to be in
close contact with the exterior of the cylinder, and is preferably brazed thereto.
The lower end of this coil Is open to the atmosphere, and the "upper end com-
municates with the Interior of the cylinder through the air and gas admission
valve. The gai or hydrocarbon vapour is admitted at any suitable point hi this
coil so as to be mixed in the most intimate manner with the air entering, before
passing into the upper end of the cylinder.
The crank and its shaft, together with the connecting rod, is enclofed in aii
air-tight case, and the reciprocation of the piston acta as a pump and draws in
air through a helical coil of tube, which surrounds the lower half of the exterior
of the cylinder, and forces it out through a valve in the casing which surrounds
the ciaiik and shaft. The current of air which is by this means caused to pass
through the coil serves the purpose of cooling the cylinder, or the air thus
drawn in may be forced into the upper coil for mixing with the hydro-carbon.
The lower end of the casing which surrounds the crank shaft is used as a
receptacle for oil, and arrangements may be made to connect this with the
different parts of the engine in such manner as to ensure perfect lubrication.
The lower end of the piston is formed In the ordinary manner, but it has an
elongated portion at Its upper end which has an internal and external metallic
shell, these two being divided by a layer, or layers, of some material which is
a non-conductor of heat, or which conducts it but imperfectly. The interior of
the inner shell of the elongated part is open to the interior of the casing which
surrounds the crank shaft through an opening In the under-side of the piston ;
by this arrangement the cooling of the piston is secured.
PNEUMATIC SPRINGS for MOTOR CARS
SPARK COILS FOR OAS AND OIL ENGINES,
I LAMING SPARK.
F. C. BLAKE Electrical and Mechanical Engineer,
97, Fairholt Road, Stoke Newington, London, N.
ELECTRIC MOTOR CARS.
Carl Opper
Complete Cars
description,
Motors and G
only.
ELECTRIC CAR
ON HIRE FOR
EXHIBITIONS, Etc.
PHOTO 8IX 8TAMP8.
C. OPPERMAM,
2, Wynyatt St.,
CLER1ENWELL
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Aoqfst, 1897.]
THE AVtOMOfOR AND HOUSELESS VEHICLE JOURNAL.
479
"THE MOTOR TYRE."
Inventors:— J ESSOP BROWNE & JAMES PREEGE. PATENT.
The Illustration represents the latest, and as the Inventors believe the very best and most reliable solid
rubber Tyre on the Market for heavy vehicles, Omnibuses, Motor Car Vans, &c.
It is firmly secured with brass tube and eyelet bolts.
ITS ADVANTaSs Xl-tE, "Viz = —
Coming off an impossibility.
Easily repaired by ordinary workme
Cheaper and Simpler than Pneumatic
Once fixed holds firm until worn ot
Rubber not cut by rims whe
Can be made in sections.
Can be fixed to existing wheels.
As resilient as Pneumatics without
danger of puncture.
Best workmanship.
Can be repaired on the roadside if
required.
TRIAL SOLICITED.
CORRESPONDENCE INVITED.
MANUFACTURED ONLY AT THE
CITY WHEEL WORKS, 'SS£5r&*-
THE YORKSHIRE MOTOR CAR CO. (LTD.),
ALBERT BUILDINGS, BRADFORD. Agents for all kinds of
Motor Cars, Waggons, ard Cycles. Cars in Stock for Sals or Hire.
Repairs Promptly Do-e. Supi'lies ok all kinds and Batteries Charged.
" HORSELESS CARRIAGES." Illustrated. By James Ed. Tuke. P.st free, 6-r\ '
" A carefully put together little pamphlet."— The Automotor. j
"THE « CRYPTO " WORKS, LIMITED, 29, Clerken- !
■*■ well-road, London, E.C.— Frames, Gears, &c, for Motor Cycles and I
Carriages made to specification. Quotations given for any kind of Light
Kngineering Work, Mechanical or Electrical. Facilities for executing Experimental I
Work.
A CCUMULATOR CHARGING.— C. H. Cathcart &
Co.. having Plant specially adapted for this purpose, charge Cells of all sizes
ftromptly, thoroughly, and cheaply. Terms on application. Accumulators on hire J
or temporary lighting, experimental uses, etc.— 3, Dorset Buildings, Salisbury )
Square, Fleet Street, E.C. Telephone No. 65,266.
TT IS WORTH YOUR WHILE TO BUY DIRECT.
*■ THE RELIANCE LUBRICATING OIL COMPANY SUPPLY, ON
APPROVAL, HIGH-CLASS NON-CORROSIVE LUBRICANTS, which
through theirsuperiority, have the largest sale in the world. Engine, Cylinder, and
Machinery Oils, iijd. ; Special Cylinder Oil, is. 4<1. ; Special Engine Oil, is. 4d. :
Gas Engine, Dynamo Oils, is. 6d. per gallon ; Special Gasolene, Benzoline, and
Pt troleuro, for Motor purposes ; Light Machine Oil, iold. ; barrels free and carriage
piid.— Belianoe Lubricating Oil Co., 10 and ia. Water Lane,
Great Tower Street, London, E.C. Depots at Liverpool, Bristol, Hull,
Cardiff, and Glasgow. Telegrams: "Subastral, London." A B C Code used.
Telephone No. "Avenu?, 5,891."
ON VERSION OF EVERY DESCRIPTION OF
FITTINGS, MODERN AND ANTIQUE. Antique Candelabra, &c,
adapted to Electric Light in such a manner as to faithfully represent candle*.
Temporary lighting' at Fgies^ Balls, At Homes. Estimates ana plans for complete
Electric Light Plants. Motive Power : Steam Engine, Oil Engine, Gas Engine,
or Turbine
CHAMELEON ELECTRIC SIGN.
E. L. Berry, Harrison & Co , Electrical Engineers and Contractors.
Office and Show Rooms— Lyric Chambers, Whitcomb Street, London, W.C
Telegraphic Address—*' Kathode, London."
c
MISCELLANEOUS ADVERTISEMENTS.
— «
Ware Park Mill, Herts.
•yO BE LET, the Water and Steam Power Mill, known
as Ware Park Mill, with Dwelling-house and Stabling, situate at Riversdale,
between the towns of Ware and Hertford, and having private wharfage and covered
landing stage opposite Mill on the Lee Navigation. The Mill is distant ij mile by
road from the towns of Ware ana Hertford. There are two over-shot water wheels,
with never-failing sopp'y of water from the River Rib, wo king to about 30-H.P. ;
also steam engine about 20-H.P. The mill has been used as a Aour mill, but can
easily be adapted for other purposes, especially motor car works. Immediate
poss'ssion can be given. — For particulars apply to J. L. Lyster, 17, Brompton
Square, London, S.W.
pOR SALE. Coventry Bollee Motette, carry two.
Cost ,6150. Also Arnold Sociable, cost .£130. Bo* h equal to -new. Can be
tried by appointment. — Watson, Engineer, 75, Stone Street, Maidstone.
\\A ANTED to purchase copies of No. i of the
Automotok and Horseless Vehicle Journal. Full price and postage
paid.— Address Volume, care of Automotor and Horseless Vehicle Journal,
62, St. Martin's Lane, W.C.
•T^APITALIST required to finance important inventions
^-"' in connection with Motors. Solicitors or principals only communicated with.
Address, Advance, care of Automotor and Horseless Vehicle Journal,
6.1, St Martin's Lane, London, W C.
A DVERTISER is willing to purchase good Motor
*** **■ Patents, especially those applicable to pleasure carriages. Send full particulars
to Hjx 1,446, care of Automotor and Horseless Vehicle Journal, 62, St.
Martin's Lane, W.C.
MOTOR CAR FOR SALE.
T UXURIOUSLY fitted private MOTOR-PHAETON,
*'*—*' by Peugeot. Seat four, detachable canopy, wheels of cycle type, rubber
tyres, Daimler motor, perfect condition, new October, immediate delivery. Further
particulars address Automobile, c/o The Automotor and Horseless Vehicle
Journal, 62, St. Martin's Lane, London, W.C.
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480 THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [August, 1897.
MOTOR-CAR AND ENGINEERING EXHIBITION,
Royal Agricultural Hall, Islington, N.
MONDAY, AUGUST 23rd, to SATURDAY, SEPTEMBER 4th, 1897.
SPACES NOW BEING RAPIDLY BOOKED.
— — — — ^^0«5^cr^
Oil Engines and Machinery in Motion. Hydraulic Driven Hydro Extractors.
Hydraulic Driven Washing and Ironing Machines.
NEW MOTOR-CARS & MOTOR-CABS.
For Prospectuses and Fuller Particulars apply to the Promoters :
CORDINGLEY & Co., 39, 40, SHOE LANE, LONDON, E.C.
TANDEM pr^Ion METALS
Are manufactured entirely on scientific principles, and
Are claimed to be absolutely the Best Alloys for Anti-Friction purposes.
Anxious to remain
TTTTTI POXfcXinfEOSTI? X3XT TBII BCARKBT,
And to adopt any improvements, competition metals ire constantly analysed by us. So far, however, we have found no reason to make any
change in the composition of our Standard Alloys, which are now
The R;salt of Fifteea Years' Experience and Exhaustive Tests by Practical Men, and
OVER 3,000 CUSTOMERS ALL OVER THE WORLD.
TANDEM METALS fulfil better than any other ihsir
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The Host Economical,
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Friction Preventing,
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Lubricant Saving.
ANTI-FRICTION METALS.
BEWARE OF IMITATIONS OR ALLOYS SOLD AT DOUBLE^ OR TREBLE THEIR PRICE. "•■
Apply for Illustrated Catalogue, Tests, Testimonials, 4c, and Sample Ingots, which are lorwarded free of charge.
THE TANDEM SMELTING SYNDICATE, LIMITED,
QUEEN VICTORIA STREET, LONDON, E.C.
Telegraphic Address — - ANALYZING."
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Septembeb, 1897.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. 481
RAPIDITY. EFFICIENCY. ECONOMY.
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WE$n PATENT TYRE SETTERS.
SAVE YOUR TIME. IMPROVE YOUR WHEELS.
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These machines are now in use throughout—
ENGLAND, THE CONTINENT OF EUROPE, THE UNITED STATES OF AMERICA, SOUTH AFRICA,
AND THE AUSTRALIAN COLONIES.
Wherever they are used they give universal satisfaction.
FOR FULL PARTICULARS APPLY-
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23, College Hill, Cannon Street, E.C., or The Works, 140, Thornton Road, Bradford.
The "IDEAL" Tyre.
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FOR LIGHT AND HEAVY VEHICLES.
iD NOT TO ROLL OUT.
This Over
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i in v t nnniini i v ** & 67, wharfdale road,
Ji III Ar li bUNNULLIj & ALBION WORKS, KING'S CROSS, LONDON, N.
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482 THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Septembeb, 1897.
THE LAMINA ACCUMULATOR
ukivcn ointEi nunno, Dinminiannni. tano.
SIMPSON, STRICKLAND & Co., Limited,
DARTMOUTH AND TEDDINGTON.
Steam Machinery for Vans, Drays and Passenger Carriages.
STRICKLAND'S PATENT WHEELS FOR MOTOR CARS.
Machinery built to Owner's designs or from our Standard Patterns.
write for list SIMPSON, STRICKLAND & Co., Ltd.
CARLES?, CAPEL & LEONARD, of Ho oo Chemical WO'ks, an* Pharos Works, Hackney Wick, London. N E ■necia.iiv Hiotu
Petrol, toe Spirit bsst adapted for motors. Motor Carriages, Launches/etc, etc. ■neoiaiiy oistu
Maximum of tfficiency and perfect combustion; therefore great economy, and no deposit in cylinders.
B&TO S3MEJBX.X.. KTO DIRT. 3SVO TROUBIiZL
CARLESS, CAPEL ft LEONARD have supplied the above lor toe Daimler Motor* tor oyer lire years, and hold the highest te.;tlmoalals.
svmpif.sand THBT AL80 SUPPLY LOBRICATIHO OILS AID OR 1A8ES.
PRILLS O.N APPLICATION. -SJ-* VI m >*J->» f>^ -«J- " CARI ESSE hTcKN1?V w,( K.
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THE AUTOMOTOR
-A.1STID
HORSELESS VEHICLE JOURNAL
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
Circulates amongst Makers and Users of Motor-Cars, Cycles, etc., in the United Kingdom, the Colonies
and the Continent.
Vol. I, No. 12.
SEPTEMBER 15th, 1897.
Price Sixpence.
CONTENTS.
An Electrical Cab Service for London
The Automotor Industry— The Daimler Company's Worts
Automotors at the Agricultural Hall ...
Cabby's Farewell to Bis Steed
Steel Tramways for Roads
An American Electric Carrie,?."
Petroleum and Motor-Cars
Continental Notes
Law Reports .„
Compressed-Air Locomotives
Automotors in a.D. 2000 ...
Answer* to Correspondents
Leading Articles—
Ourselves
Sitting on the Fence
Some Estimates of the Horse
The Irish Motor Company
An Absurd Canard
The Press on the Electric Cab
Notes of the Month
Lea Polds Lourds, or the Heavy- Weight Motor-Car Competition
Institute of British Carriage Manufacturers
Doings of Public Companies
Correspondence •
Beviews of Books
Proceedings of Societies
A Belgian Electric Carriage •
Self -Propelled Traffic Association
New Inventions
PAQH
483
489
496
. 496
497
497
. 499
. 600
. 501
, 802
, 603
. 604
. 605
. 605
, 606
, 606
. 607
807
. 608
809
. 612
813
515
818
620
. 521
82i
6'J4
AN ELECTRICAL CAB SERVICE FOR LONDON.
The practical solution of the horseless cab problem may now be
said to be accomplished. At various times it has been demon-
strated that, under certain limiting conditions, electricity could
be usefully employed as a motive power for vehicles. Unfor-
tunately, till recently these conditions have been so very strictly
limited as to preclude the commercial use of such vehicles.
Storage cells were Both excessively heavy and easily damaged.
They could only be charged at certain secluded spots, usually-
remote from the area of their use, and they also required a
long time in charging. Current, too, was dear, as was the
cost of replacing damaged plates in the cells ; and so, although
it was known that electricity could be most usefully employed
in launch and carriage work, yet, owing to the practical
difficulties before mentioned, nothing was ever accomplished.
During ihe past few years these difficulties have been lessened
to such an extent that electric traction has now become a com-
mercial possibility. The weijht of the storage cells relatively
to the charge has decreased very much ; the cells are now
much better, mechanically and electrically, than before, and will
stand a good deal of hard use ; current can be obtained in
a multitude of places, and at a price just one-fourth of what
it was less than 10 years ago ; while, lastly, the economical
employment of that current is also much better effected than
was formerly the case. In short, electrical cabs are now possible
owing to the improvements that have been effected in storage
cells, motors, and in the price of current. In order to take
advantage of these improvements the London Electrical Cab
Company was formed some nine months ago to construct
hackney vehicles propelled by electricity to ply for hire in the
streets of Loudon ; but as the management, of a large number
of vehicles could only be economically undertaken by making
proper arrangements, considerable time and thought had to be
expended in designing a suitable station. We need hardly say
that an electric motor- van station is about as much like a stable
as a theatre is like a barn. Suitable premises were at length
secured at Juxon Street, Lambeth, S.E. — not a particularly
pleasant neighbourhood, but one that will no doubt thrive
with the new industry in its midst. Juxon Street and its
environment somewhat reminds us of Lant Street, Borough —
every other house takes in lodgers of a dilapidated kind. Much
alteration was needed to render the premises a suitable abode
of the horseless cab. The ground floor was made of concrete,
and the first floor is built like a gallery (Fig. C), and is carried
on steel joists and columns, leaving a large open space which
admits abundance of light and air. On the ground floor is the
housing accommodation for the cabs, where they can be
cleaned, &c, the alternating dynamos, of which more anon,
and a small hydraulie lift. In the gallery above are two pairs
of rails about 4 feet 6 inches gauge, on which are trucks.
There is also a large switch-board, and from this are led the
conductors for charging the batteries.
For obtaining a supply of current the Company could either
have put down its own plant or ould purchase it from the
Supply Companies. Considering that there would be but little
economical advantage in having a plant which, efen if of
sufficient size now, would quickly become too small, and if of
large size now would be idle or running light half its time, and
also that all Supply Companies find it difficult to increase their
day load, the Cab Company decided— and very wisely, we think
— to take their current from the Deptford Central Station. As,
however, this current is alternating, and reaches the consumer
at a pressure of 2,400 volts, it became necessary to put down
motor generators which should transform the current to a con-
tinuous low voltage one, suitable for charging. At Juxon Street
there are two such motor generators, and space for a third.
2 K 2
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Septbmdk.., 1S97.
Each motor generator consists of a Thomson- Houston alternator
coupled to a direct current generator. These are mounted on
the same bed-plate {see Figs. 1, 2, and 3). Each motor has a
capacity of 75 kilowatts. The modus operandi is as follows : —
A battery gives current to the alternator, and when this is
at the proper speed, and synchronises with the current in the
outer mains (a periodicity of about 80), the latter are switched
than the public vehicles now in use — 3uch as the electric light
both in the inside and outside lamps, rubber tyres, spring
cushions, &c. The driver's seat is in front, but owing to the
rounded dashboard the carriages do not have that appearance
of being so utterly incomplete without the horse, which might
have been expected. Many persons contend that the driving
seat should have been at the back, the same as in a hansom,
FlO. 1. — Q-ENBBM. VlBW OF ALTBENATOB A»D GeNEBAIOE.
[
w
!
-4
Fig. 2.— End View of Altbbsatob.
Fig. 3.— End View of Gf.nekatok or Chakgi.no Dynamo.
in ; the direct current in then regulated till of the proper
pressure for charging. By this method of transformation no
secondary or intermediate transformers are necessary. The
charging current so produced costs about lid. per unit.
The cabs are handsome-looking vehicles {s°e Fig. 4), in
sha]>e something like coupfis. The windows right across the
front (which are made to open), and the extra side windows
mike the carriage very light and pleasant to ride in. They are
upholstered in leather, and possess many more small luxuries
so that the " fare " could have an unrestricted view. On con-
sideration, it will be easily understood that this might be
somewhat risky, as the driver of a motor-carriage must be
able U> see the ground immediately in front of him, especially
for traffic in the Loudon streets.
Early experiments made by the Company to determine the
energy required to propel the road vehicle on solid rubber
tyre*, disclosed the fact that the tractive effort on wooden
pavements barely exceeds that of a tramcar running on rails,
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SkptBmbhb, 189?.] THE AVTOMOTOR AND BORSELESS VESICLE JOURNAL.
485
and even on an ordinary macadamised road the energy takeu is
not much greater. When, however, the thick mud, such as that
met with only in the country, is encountered, the tractive effort
is very considerably increased ; and this Company, therefore,
whilst maintaining that it is perfectly practicable to run
electrical vehicles in the streets of Loudon, or other well-paved
and comparatively level towns, with commercial success, do not
suggest that the same holds good of vehicles to be used on
country roads.
has been ingeniously arranged within the gear wheel driven
by the motor-pinion and forms a very compact arrangement
The chains connecting the counter-shaft with the driving
wheels are of Renold's laminated type.
The battery used on each of the vehicles consists of a set of
40 E.P.S. traction type cells, having a capacity of 170 ampdre
hours when discharged at a rate of 30 amperes. These cells
are all mounted in one tray, which is slung under the bottom
of the cab by four suspension links supported by springs under
Fig. 4.— The New Electrical Cab.
The electrical mechanical equipment on each cab consists of a
3 H.F. Johnson Lundell motor with a double wound armature
and double wound fields. The series parallel controller by
which the connections between the windings of the armature
and fields are manipulated is under the control of the driver,
and consists of a switch, to be described further on. On each
end of the armature spindle is a raw hide pinion which gears
into a counter-shaft, which in its turn drives the two driving
wheels of the cab through endless chains. As the two wheels
are driven by the one motor it was essential to adopt a
differential gear of the " Jack -in'the-box" typo to connect the
two halves of the counter-shaft together This gear (Fig. 5)
compression, and the ordinary carriage springs again separate
the cells from the vibration to which the carriage wheels are
exposed. In the case of an electrical cab, such as those now
put into service by the London Electrical Cab Company, the
accumulators weigh upwards of 14 cwt. out of a total weight,
including passengers, of, say, 30 cwt.
It was originally estimated that two sets of cells would be
required to enable the cab to do an ordinary day's work in the
streets of London, it being considered that one set would propel
it about 35 miles. The economy of the motor and controller
arrangements, however, Is so considerable that it is now found
the QMi will do at least 50 miles with one set of cells, and the.
2 K 3
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THE AUTOMOTOR AND HORSELESS VESICLE JOURNAL. [Septbmseb 189?.
econ >my in the use of current thus experienced will make the
runuing of the cab3 cheaper than was originally expected.
It being considered that one of the sources of expauditure in
the maintenance of traction cells is the amount of pulling about
they are usually subjected to in taking them in and out of the
vehicles, the cabs have been designed so as to entirely prevent
any such damage occurring in their case.
The cab.? are placed over an hydraulic table on to which the
tray of cells is wheeled on a light skeleton irou trolley. The
table is then raised until the tray comes into the position in
which it can be attached to the suspending links. The
hydraulic table with the trolley is then lowered and the cab
left free to propel itself away.
When the cells are to be changed the cab is propelled over
the hydraulic table and the reverse operation takes place.
The charging arrangements for the cells are very complete.
A battery having been detached from the cab in the maimer
previously described is run on rails over the hydraulic lift by
which it is elevated into the charging gallery (see Fig. 9) above.
The battery with its trolley is taken on a second trolley along
the gallery into its proper charging position where it is con-
nected up to the two conductors through the low tension
speeds allow of the full energy of the current being utilised iu
the motor without any absorption in resistance, and the cab can
thus "crawl" using only about the same number of watts per
car mile as when running at full speed. In the reverse
direction from the top position the series parallel controller
on the first step short circuits the motor through the starting
resistance, thereby gently braking the cab. On the second step
bxekwards the motor is completely short circuited, bringing the
cab to a dead stop, and the third step backwards reverses the
connections between the armatures and fields, all being in series
to enable the cab to be moved at the slowest speed backwards.
Toe whole of these movements are produced by the use of one
lever placed at the side of the driver's box. The circuit from
the accumulators to the controller and motor passes through an
ingenious switch arrangement attached to the foot brake which
cm also be used for bringing the cab to a stop. This switch in
arranged to brake the circuit when the foot brake is applied
and to brake it rapidly so that there is no injurious arcing at
its contacts. It is therefore impDssible in the use of either the
electric or the foot brake for a careless driver to apply the
brake whilst the current is still passing through the motor.
The foot brake has another advantage in the crowded London
Fig. 5.-Thb Elbctbical Cab Company's Diffebbntial Gear.
supply. Ouo of these conductors passes directly back to the
charging switchboard through a regulating resistance and
ameter, the other conductor being attached to a common
r<sturn. 15\ch b-ittery is, therefore, separately connected to
the charging switchboard and the charging current regulated
by its own regulating resistance switch. The cells on which
these switches are mounted are also used for registering the
time at which each battery is put on to the charging circuit
and the rate at which it is being charged.
The double wound motor and series parallel controller is
parhaps the most important arrangement on the cab, ensuring,
as it does, the greatest economy in the consumption of current
at whatever speed the cab may be ruuning. The controller
is arranged so as on the first step to connect on two arma-
ture windings and the two field windings of any series with a
small starting resistance — this is not a running speed but is
only intended to start the motor into motion. On the second
step the windings are still in series but the resistance cut out,
and with this arrangement the cab runs at a speed of about
three miles an hour. The third step places the armatures in
parallel but leaves the fields in series, and with this arrange-
ment the cab runs at about seven miles an hour. The fourth
step places the field windings in parallel and the cab runs nine
miles an hour. It will thus be seen that three normal running
streets, for when mo/ing in a block the driver can set his
controller handle to slow ahead and then start and stop the
cab time after time as tho traffic slowly moves on by simply
putting on and taking off his foot brake.
It may be here pointed out that the stopping of these
electrical vehicles is far more under control than any horse-
driven carriage, a fact we have demonstrated for ourselves.
Not only is it fitted with a much more powerful brake, but the
driver can readily reverse the action of the motor, and there is,
of course, no horse slipping.
A special plug or key is in the possession of each driver ;
without this key it is impossible for anyone to move the
carriage. When leaving his seat the driver siiuply places the
key in his pocket. The advantages of this are obvious.
The steeriug and driving of the cab is simplicity itself, and
requires no skilled knowledge whatever. Out of 15 hansom cab
drivers who were tried, it was found that 12 within two days
were quite capable of guiding the vehicle in any traffic.
On the left hand side of the driver's seat is a lever handle ;
the carriage commences to move immediately this handle is
pushed forward, and the more forward the handle is moved the
faster moves the vehicle, from one mile to 10 miles an hour.
Reversing the handle simply means making the carriage go
slower, and when reversed bsyond the stationary point the
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Skptkmber, 1837. ]
THE AUTOMOTOR AND HORSELESS VESICLE JOURNAL.
487
carriage commences to go backward. The driver's right hand
is occupied by moving a little wheel, which steers the vehicle in
any direction. The brake-power is applied by the driver's right
foot ; directly this is applied the electric current is cut off, so
that there is no energy acting against the brake.
Although they had declined to grant licenses to several other
kinds of motor-carriages, which licenses had previously been
applied for, the Scotland Yard authorities unhesitatingly
agreed to give the necessary license to these cabs, subject to the
interesting feature was an address by Mr. W. H. Preece,
F.K.S., who said it was some gratification to him to be'called
upon to come there and inaugurate such a great and interesting
undertaking. He knew nothing about these electric cabs uutfl
last week, but since then he had had many pleasant drives in
them, to the amusement of the omnibus drivers, but, he feared,
also to the chagrin of the cab drivers. There was a strange
fascination about electricity. It was true there was a " cussed-
ness " about it, in that it had a knack of doing that which was
Fio. 6.— Tub Electrical Cab Comi'aki's Chabqino Statios.
sensible restriction that each vehicle should be accompanied by
its driver, who was required to prove that he was capable, not
only of guiding the carriage, but of turning it in a very small
space, and of stopping it immediately when required. These
tests were satisfactorily fulfilled.
The inauguration of the new cab service took place on
August 9th, when, on the invitation of the directors of the
Company, a large and distinguished body of guests, including
many of the prominent members of the turf, electrical, and
journalistic professions, assembled to inspect the new vehicles.
The proceedings were fully described in the daily papers, and
so we need not refer to them any more tlan to say that an
least expected, but at the same time he had always founl that
it never failed to do what might be fairly expected of it when
it was carefully handled. He had great faitii in electricity as
a mode of traction. The horse was a most imperfect machine ;
its principles were horrible to the engineer. It moved in
unstable equilrbrHMBy and sometimes got a bad fall in conse-
quence. Then it was unmechanical in its movements, and whs
very weak in its head, for if it got frightened, or mentally dis-
turbed, God alone knew what it would do. They had .seen only
the previous day a horse run into a post office in the City, pre-
sumably for peace and quietness, yet every Londoner knew that
the very last plaoe where he might hope to find peace «nd quiet
2 k 4
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488
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Sbpiembkb, is97.
was in a post office. Then the horse must be well fed. It was
subject to disease as we were, and it was very much shorter
lived. The driver must constantly be thinking of his horse,
and if he did not it very soon came to grief ; indeed, they both
frequently came to grief together. Still, they must all love the
horse and care for it in the best way they could, but at the
same time it was decidedly necessary to see whether they could
not find another and more perfect way of doiug its work.
Then, again, the horse wanted special accommodation, yet when
they looked around them in the building they were in to-day
they would find room" for 50 cabs, whilst the horses were put in
"the gallery and wanted no food at all. People would, doubt-
less, stick to the horse for
what it was worth until
the question of economics
came in, and the electric
motor applied itself to
the work economically and
efficiently with almost
human power of discrimi-
nation. It was ready for
work under all circum-
stances. The motor was
self ■ regulating ; the
energy expended by it
varied exactly with the
work it had to do. It
puts its shoulder to the
wheel when going uphill,
and not only applies a
brake when going down
hill, but that very action
serves to restore the
energy taken from it. In
that respect it was de-
cidedly unique. Fourteen
years ago, in Vienna, he
had ridden an electric
; cycle. Mr. Volk, of
Brighton, had also experi-
mented with an electric
dog-cart. Then we had
recently had occasional
glances at an electric
omnibus in the streets of
London, and he had ridden
in a very successful and
comfortable little carriage
in Wolverhampton, built
by Messrs. El well, Parker,
and Co., and the demon-
stration to-day was the
summit of their efforts,
and what they were doing
here was also being done
in Paris, New York, and
Chicago. But all their
success with electric car- ^r- W.
riages depended upon the
cells, and improvements in the accumulator hid been a very
powerful factor in their development, as well as improvements
in the batteries employed for supplying the necessary energy.
The accumulator itself had made a progress that was simply
marvellous. In 1881 it required 300 lbs. weight to absorb one
Board of Trade unit or kilowatt hour, for which now only about
100 lbs. weight was needed. In this respect there was, however,
room for cousiderable further improvement, and although they
had been able to reduce the weight of the accumulator to one-
third of what it was before, they were still hoping for something
better. The cabs of the Electrical Cab Company carried 40 cells,
absorbing 16 units. The currents they used were alternating
currents generated at Deptford, and changed into continuous
currents in the building they were now in, and the batteries
were charged in the galleries above. There was very little loss
on the whole, and a set of accumulators on being charged would
suffice to drive one of the cabs a distance of 50 to 60 miles —
that is to say, one unit of power would drive the car about four
1 miles. The cost of the electricity was only ljrf. per unit ; in
other words, 2*. per day, or '35 of a penny per mile. For
current the Company had contracted for regular supplies at a
fixed charge of 10 per cent for maintenance. They had met
! there that day to set the new movement going. He hoped to
1 see charging stations everywhere throughout the city ; indeed,
at every cabmen's shelter. They would then be able to see
what was the durability of the cells. He had himself an
i absolute belief in the power of electricity as the ultimate motive
agency. He was pleased
to think that the problem
would now be satisfac-
torily elaborated, and he
wished the Company every
success.
Mr. H. H. Muxliner
(the Chairman) said he
had bnen pleased to hear
Mr. Preece's remarks, and
to find that he thought
so well of the electric cab.
At the same time he
would like to say that the
principal credit of what
they had done was due
to Mr. Brougham and Mr.
Bersey. They would now
show those present the
practical working of the
cabs, and he would first
explain that in placing
them upon the streets the
price of hiring would be
the same as for ordinary
horse-drawn vehicles. The
cab drivers were, in fact,
their best friend. They
had had large numbers of
applications from cab
drivers to be token on as
drivers of their vehicles,
and they had found no
difficulty in teaching them
readily to handle the cars.
He proposed a vote of
thanks to Mr. Preece for
what he liad done for them
that day.
At the conclusion of the
formal proceedings, the
cabs were placed at the
disposal of the company,
and many of those present
availed themselves of the
C. Bebsey. opportunity afforded them
to indulge in a ride and
test the capabilities of the vehicles. The route selected was
over Westminster Bridge and through the heavy traffic to
Charing Cross. The appearance of the cabs, the wonderful
ease with which they were controlled, the smoothness of
their running, excited universal admiration. We have no
hesitation in saying that the best appointed horse-drawn
carriage is simply not iu it with these electrical cabs. Their
design and workmanship leave little or nothing to be desired,
and the greatest credit is due to Mr. Manville, the consulting
engineer, and to Mr. Bersey, the manager, for producing such
faultless machines. Already the Company has been over-
whelmed with applications from people usually designated as
" carriage folk " for the hire of the cabs for the next London
season. Indeed, out of the 15 cabs present on the opening day,
13 were at ones hired for terms varying from a month upwards.
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Sbptembbr, 1897.]. TEE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
489
There is, of course, the vulgar opposition of the horsey people,
but this so far has confined itself to that particular form of
humour peculiar to those who drive horses. The electrical cabs
are being turned out as fast as possible, and within the next
few months there will be nearly 100 plying for hire in London.
It only remains for us to congratulate the Company upon the
splendid success which has attended this experiment in
automobilism.
Mr. J. W. Barnard, Secretary to the Electrical Power Storage
Company, writes : —
" I am instructed by my directors to call your attention to
the fact that the storage battery which has rendered possible
the solution of the problem of electric traction on
common roads, and which is being used by the
London Electrical Cab Company for the propul-
sion of their vehicles, is the practical result of
patented inventions, the outcome of the 16 years'
experience of this Company and its staff.
" It may further be a matter of interest to the
public to know that the battery is manufactured in
London, giving employment to a large amount of
British labour.
The Duily New* of the 8th instant says : —
" Motor-cabs are certainly finding general favour,
and there are now 17 of them running in London.
There have been eight out on the ranks this
week, and by Monday there will be 12. By the
end of next week the Company expect to have
altogether 25 of the new vehicles, and after that
a further order for 50 cabs now in hand (should
give them about four additional ones every week.
Scotland Yard, of course, examines and tests every
vehicle before licensing it, and one of their tests
is to make each driver take his cab up and down
the very sharp incline in the Savoy between the
Strand and the Embankment. With regard to
the cabdrivers' protests against the new intro-
duction, there is certainly less occasion for it than
is ordinarily the case where mechanical inventions
are first introduced. We are assured that every
driver thus far employed is an old cab-horse
driver, and that the cab washers are all taken
from cab-yards. The men for whom no place can
be found in connection with motor-cab service are
the horsekeepers. Their places must inevitably
be taken by engineers' fitters. That is unfor-
tunate, but it cannot be helped, and no very
considerable number of men at a time are likely
to be thrown out of employ, aud though, of course,
it intensifies competition for employment, the
occupation of liorsekeeper is, of course, in cou-
i-iderable demand in other ways."
«MAAnMMMAMAMM»Vm<W<
All interested in automotors should join the Self- Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Bair, Secretary, No. 30, Moorgate
Street, London, E.C.— ^Advt.)
THE AUTOMOTOR INDUSTRY.
Zola on Automobilism. — The great French
realistic writer, Emile Zola, writes to Let Sportt
to the effect that he is a partisan of the automotor, and is
convinced that the horse will exist only as a curiosity when
the practical electric motor is found. The advantages of the
automotor are incalculable ; it is an instrument of civilisation
and fraternity.
t
The Automotor and Horseless Vbhiclb Journal Diary
contains over 100 pages of information. Price 6d. ; post free,
Id., of Messrs. F. King and Co., 62, St. Martin's Lane, London,
W.C. See it for all the leading types of Motor-Carriages.
The Daimler Company's Works.
Coventry may be said to be the home of light machinery con-
struction, and whether for watches, cycles, or motor-care, the
legend that a machine is " made in Coventry " is at once a
guarantee of fitness and excellence. Coventry cycles are known
all over the world and command the best prices, and from the
manufacture of cycles to that of motor-cars is but a step.
Fio. 1. — Daimler Motor (Front View).
Indeed, the mechanical instinct seems to be a distinguishing
feature of the Coventry people, and no doubt dates from the
time when a citizen, somewhat harshly described by the late
poet Laureate as a " low churl," " bored a little augur hole in
fear," in order to obtain a view of Lady Qodiva under circum-
stances known to most people — at any rate in Coventry, where
that lady's name is still very properly venerated. Whether
this theory is correct or not is immaterial, the fact remains that
skill in the construction of light machinery is hereditary with
most of the inl'abitants. When, then, the Daimler and other
motor manufacturers selected Coventry as the scene of then
operations they showed wisdom.
The Daimler motor was originally a German invention, and
was the outcome of much labour and experiment on the part
of an engineer of that name who assisted Dr. Otto in the
perfection of the gas engine.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [srptkmbto,1897.
Fig. ?. — Daimler Motob (Plan).
Fig. 4. -Daimur Ciiawfobd Waqonettk.
The Daimler motor of the standard type is a two-
cylinder vertical engine using light petroleum as the
motive power and working on the Otto, or more
correctly the Beau de Rot-has, cycle. The cylinders
are 80mm. in diameter by 120mm. stroke. The engine
runs at about 750 to 800 revs., and gives off about
3£ to 4j H.P. It is, in proportion to its power, an
exceedingly light and compact motor, weighing but
325 lbs., and lias shown itself admirably adapted for
motor-cars, launches, &c.
The general arrangement of the motor as applied to
cars is shown in Figs. 1, 2, and 3, which are respec-
tively a front view, plan, and side view of a motor
mounted on its frame but without the body. It will be
seen that the shaft of the motor is placed longitudinally,
and hence its motion has to be transmitted to the
second motion shaft by bevel gearing. Like all motors
working on the Otto cycle it is uui-direction, and hence
the reversal of the driven shaft, has to be accomplished
by means of gearing, as has also any variation in the
speed. All this gearing is cased-in as seen in plan and
runs in a bath of oil.
The second motion shaft drives the rear wheels by
means of pinions and chains, the usual differential gear-
ing being interposed. Although the number of working
parts is large, and at first sight the gearing may appeal
to be complicated, yet in practice this has not been
found to be a disadvantage, and ordinary drivers with
no mechanical knowledge find no difficulty in handling
these cars. At the real of the frame are the oil and
water tanks, both having a capacity sufficient for a
50-mile run. The various types of motor-care manu-
factured by the Daimler Company are shown in Figs, i
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Fig. 3. — Daisilbb MoT0E|(8ide View).
to 8 — Figa. 4 and 5 being a Crawford
wagonette with the hood up and down ;
Fig. 6 is a Rougemont car ; Fig. 7 is a trades-
man's van, several of which are in use ; and
Fig. 8 is a latest pattern parcel van driven
by a four H.P. motor.
The Daimler Company does not, however,
confine its operations only to motor-cars, but
manufactures motors for launch and small
craft propulsion. For river work and yacht-
ing purposes an oil launch is well suited,
being at once clean, compact, and light. In
these small vessels the reversing is effected by
means of bevel friction gear. In Figs. 9, 10,
and 11 we illustrate the usual type of Daimler
launch, such as is supplied to the harbour
and river authorities, and which is largely
used up the Thames and on the Scottish lochs.
Fig. 9 is a longitudinal fore section, Fig. 10
fore-deck plan, and Fig. 11 a midship section.
These launches are built in any desired way,
either for sea or river use. For the former
they are made fuller in their lines, and are
partially decked, so as to enable them to stand
a choppy sea. The engine is also cased in
and is of a more powerful description. For
river work a light construction is permissible
with fine lines, and hence a good speed can
Fio. 5.— Daimler Cbawfokp W'aoonhte.
2 i. 2
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TEE AUTOMOTOR AND IIORSELESS VEHICLE JOURNAL. [Skptbmbbb, 1897.
be obtained with very little
expenditure of power. The pro-
pellers are of biass or man-
ganese bronze, and are carried
in the usual way. For the
larger craft reversing can be
effected by adopting a reversing
pitch propeller, which is worked
through a rod passing through
the hollow main shaft, but for
small craft the bevel friction
gear, as seen in Figs. 9 and 10,
answers admirably. The method
of working these engines is as
follows : —
Referring to the drawings,
the pressure v»1ve, o, which is
actuated by the bxhaust forces
the oil fuel for supplying the
motor from the tank, b, to the
vaporiser, c ; this valve also
supplies oil to the ignition
burners, d, and hence a con-
tinuous supply is maintained
when the motor is running. In
starting the motor the initial
pressure of oil is obtained by
means of a hand air-pump
forcing air into the tank, b,
through the inlet cock, h.
The explosive charge in the
vaporiser, c, is obtained as follows x-During the downward
stroke of the piston air and petrol are sucked in and mixed,
this mixture of air and oil vapour passes into the ignition
chamber, the necessary proportion of air and oil being main-
tained by the inlet jets being suitably adjusted. The petrol
Fio. 7.— Daimleb Tbadesman's Vas.
Fig. 6.— Daimlkb Bouoemont Cab.
is always maintained at the required level by means of the
float valve in chamber E.
Before starting the motor the ignition tubes must be heated
to a bright red by the burners, d, which must be lighted up by
means of the methylated spirit heater. With motors using
ordinary petroleum a small saucer is provided underneath the
burners to obviate the use of the torch. This saucer should be
filled with methylated spirit, which must be allowed to nearly
burn out before applying the pressure from the hand air pump.
This done, the petrol passing through the heated burner tubes
becomes vaporised, and the flames burn briskly with a blue-
green tint. If the flames spit, flare, or burn a yellowish colour,
this indicates that the burners are not sufficiently heated. In
the case of petroleum motors it is requisite to heat the vaporiser
as well as tne burners l>efore the motor can be started. This
takes about 10 minutes, and is best done by means of a brazier's
lamp. During the ruuuiug of the motor the vaporiser is auto-
matically kept up to the necessary temperature by the exhaust.
The ignition tubes being red hot (and with petroleum motors
the vaporiser is sufficiently heated) the motor can be started.
To do this, press down the rod, w, and give the crank handle, u
one or two turns (after pushing in the starting tongue in axis of
same), when the first charge will be drawn into the ignition
chamber and fired. The motor will then run at full speed
without further assistance. Before starting the motor the
reversing lever, m, must be placed in the central notch, in which
position the propeller shaft is disconnected from the motor. Bv
moving lever forward the propeller is connected, and the launch
will move ahead. By moving the lever right aft the reversing
fear is brought into o|>eration, and the launch will go astern.
ly drawing up the rod, w, the valve rods are thrown out of
gear and the supply of oil to the motor cut off, the burners
being still fed. By opening the air cock, u, the pressure in the
tank, b, is released and no oil flows to the ignition tubes ; the
flames are then extinguished.
Although from this description it may appear that these
motors require a certain amount of skilled attention, yet such
is not the case. Ordinary watermen after a few lessons find
no difficulty in manipulating them.
The Company's works are situated at Coventry, and comprise
a very large well-lighted factory with offices and stores. The
works have railway sidings running into them, and are, more-
over, close to a canal, and hence raw material and finished pro-
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THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
493
ducts can be handled with the least cost. The
factory is extremely well arranged, and as far
as possible all operations are consecutive: — that
is, the raw material goes in at one end and
conies out at the other manufactured into
motor-cars, &c. The character of the machinery
will be gathered from the accompanying
engravings. Fig. 12 shows the brass turning
shop ; Fig. 13 is the light machine shop. There
are some eight separate shops altogether, all
equipped with the latest and most expensive
machinery, mostly, as regwds lathes, of
Fio. 8.— Daimler Parcels Tan.
Fio. 11.— Daimler Launch (Midship Section).
J*io. 9.- Daimler Launch (Lcngituclinal Fore-Section).
Fio. 10.— Daimler Launch (Foro-De.-k Plan).
2 i. 3
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [skptkmbkk, isot.
ample evidence that this is being
achieved ; some 250 men are
employed, and already the Cjni-
|>any is talking of extension.
Its motors are well known and
have stood the test of hard use.
As is well known, it was the
Daimler motor that gained
the first place in the Paris-
Marseilles Competition of 1896.
In conclusion, our visit was
undertaken for the purpose of
seeing what was being done in
I he motor-car industry. We
faw everything that was neces-
sary to convince any unbiassed
person that the Daimler Com-
pany is carrying on a large
business in the manufacture of
motor-cara.
Via. 12. — Daimlbb Compact's Beass Tubbing Shop.
American make. When we say
that some £20,000 has been
spent in plant alone it will be
seen that the Daimler Company
has laid itself out to do a big
business. One of the most
interesting shops is shown in
Fig. 14, which is the engine
erecting and teslmg shops.
Here the motors are subjected
to a prolonged testing on the
brakes. As will be seen, very
complete arrangements are
made to ensure this being
properly and systematically
done. Iron standards are placed
at intervals and to these the
motors are bolted. Some 20
machines can be tested at once.
Fig. 15 is the carriage erecting
shop, and like all the others
is large and spacious, being
130 feet by 120 feet. At the
time of our visit there were
some 50 motor-cars under con-
struction and orders were
plentiful. We observed that
in the Daimler factory the
metric system prevails, all
measurements being in milli-
metres. It will thus be seeu '
that Mr. J. S. Critchley, the
manager, is quite ahead of the
latest engineering practice.
With the magnificent plant the
Company possesses it deserves
every success, and the busy
appearance of the works gives
The Press on Motor-Oars. - -
The Institute of Journalists—
a somewhat hybrid body — ha>
lately been holding its Congress
at Cardiff, and we observe front
the proceedings that much of
the usual gush was indulged
in about the " formation of
public opinion," " independent
judgment," " freedom of
thought," and po forth. We
do not dispute the general
proposition thus advanced, but,
lrio. 13. -Baimikb Company's Light Machine Shop.
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Fig. 14.— Daimleb Company'.? Enginb Ebbctino and Testing Shop.
on the coutrary, have some
vivid recollection of what the
" formation of public opinion "
by the (from a professional and
technical point of view) uniu-
strncted writers in the daily
Press means. Before t!ie
Jubilee the Press warned the
public of the dangerous crowd.-',
the risk of lire, the absence of
food that would be features of
that aupicious day. There was
not the slightest ground for
this old woman's claptrap from
Fleet Street. Yet the public
believed it, with the result that
there were no crowds, no fires,
aud food was so plentiful that
it was thrown away by the ton,
and those who had looked for-
ward to making a legitimate
" thing " out of the Jubilee,
such as by letting seats, &c, lost
heavily — not that we feel at
all sorry for them. Similarly,
as regards motor-cars. When
the Brighton affair was on, and,
like all things, was duly off,
the Press went into hysterics,
and cab aud omnibus pro- <
prietors contemplated bank-
ruptcy, farmers and carriers '
looked at their horses and softly
recited that poem beginning,
"My beautiful, my beautiful,
that sUndcst meekly by," &..•., ■
&c. Tbey thought because the
Press had s.iid so that horses i
would be useless.' Of course '
this was utter nonsense, but
still there was a slump in horse-
flesh, beciuse the Press had
taken an utterly wrong view
of the question. We then
gradually descended from the
V Allegro attitude to the II
Pensero of utter depression,
consequent upon the failure of
The Engineer competition and
the " pessimistic " (good word
that) attitude of the daily Press.
The worthy proprietors of-
Aldridge's and Tattersall's took
heart once more, and with much
thankfulness carried on their
business again. We now have
tbe chorus of approval and
sanguine anticipation on the
part of the daily Press as a
result of the successful iuaugu •
ration of the electrical cab in-
dustry iu London, and omnibus
drivers and " kebmin"are again
given over to the most gloomy
views of the future. Now no
one has greater faith iu aut.o-
mobilism than ourselves, and
1.0 one more cordially detests
the horse for urban traffic than
we do, yet, supposing for the
moment that by this time next
year all cabs and omnibuses
would be mechanically pro-
pelled,^horse property would be
Fio. 15.— Daisuek Company's C'abbiaok Kki-xiino Suor
2 r. -1
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Sbptbkbbb, 1897.
a9 good an investment as ever. But all history shows that
changes are not lightly made in the habits of people, and
motor-cars have to win public approval just in the same way
as did steamships, rifled guns, silk hats, rational dresses, and
other things. Our point is, that the public should not heed to
any extent these predictions of the daily Press, because those
who utter them are not either in the position to know what
is being attempted or competent to pass judgment ou mechanical
matters.
CABBY'S FAREWELL TO HIS STEED.
AUTOMOTORS AT THE AGRICULTURAL
HALL.
At first sight the connection between laundries and automotors
is not veiy apparent ; yet, as the family wash is usually brought
home iu a van, and as, for hygienic and sanitary reasons, an
automotor is preferable to any horse-drawn vehicle, it is evident
that clean linen is better carried in an automotor than iu au
ordinary horse-drawn cart. Hence the spirited proprietors of our
contemporary, Industrie* and Iron, Messrs. Conlingley and Co.,
so far from doing anything incongruous, as some writers in the
daily Press have suggested, displayed sound common sense in
associating laundry machines and appliances with motor-cars in
one exhibition. With the former we need not concern ourselves
further than to remark that every year washing clothes, one of
the most unpleasant domestic duties, is rendered less so by the
many labour-saving appliances that are from time to time intro-
duced. In spite of all these, however, laundry work demands
considerable muscular effort, and is not much liked. A dearth
of labour seems to be the general complaint on the part df those
who manage laundries, aud it is rather surprising to learn that
at the present moment work could easily be found iu London
for at least 5,000 irouers at good wages. At the Agricultural
Hall m my fine examples of washiug machines were to be
seen. Coming to the motors, most of the leading makers
exhibited. The London Electrical Cab Company showed three
of their vehicles, which were universally admired. The
London Motor Van and Wagon Company have mide the
construction of light vaus a specialty, and had three good
examples on view, one being the " Harlene " van, which has
been running iu Loudon for over two months with the most
satisfactory results. Another one was a light canvas-covered
van, very suitable for laundry purposes. It is propelled by an
oil-motor of the British Motor Syndicate type, which gives off
from 4 to 4£ B.H.P , the total we ght of the van complete being
18.J cwt., and the carrying cipacity being about the same.
Four speeds are provided, ranging from 3 to 12 miles per hour.
The D.iiiuler Motor Company showed two specimens of their
handiwork, in the shape of a Knightley carriage and a Siamese
car. The former is a four-seited phaeton, aud is propelled by a
4| B.H.P. Daimler motor, the speed attained being, we were
informed, 17 miles per hour. The latter is similar to the former,
s ive that the body of the car is detachable, and either a phaeton
or van body can be fixed at will. This system of having two
cir bodies and one motor frame has much to recommend it, and
is decidedly novel. An enterprising tradesman could thus use
his motor-van for business in the week, and as a carriage on
Sundays and holidays.
The Great Horseless Carriage Company showed two Bollces,
or, as the firm prefer to call them, Coventry Motettes, and two
vans, having Daimler motors. Indeed, the exhibition was
mainly confined to motors of this make. The Hon. C S. Rolls
showed his Peugeot phaeton, which has done a lot of travelling
in its time, and looks as if it needed renovation. We regret
that neither Messrs. New and Mayne, Messrs. Roots and
Veuables, the Lifu Company, Thornycrofts, nor the Anglo-
French Company -exhibited. -It was anticipated that there
would have been at least 30 cars, but on the occasion of our
visit we could only count 12. As an exhibition of motor-cars
it must be pronounced a failure, and we cannot understand
the attitude of non-exhibitors.
The St. Jarneit Gazette publishes the following pathetic
poem : —
So long, old 'oss ; you're jest played aht, you've taken you're last
fare,
Your quarters are- the knacker's nah, and mine are Lord knows
where ;
There ain't no room in London nah for either you or me,
We're crahded aht by cabs as go by electricitee.
It warn't all beer and skittles, even in the palmy days,
What with the cove with principles, his legal fare as pays ;
But when the " biz " was pretty brisk, and cabby got the pull,
I could plank dahn for the Derby on my fancy 'art a bull.
It's nuts, it is, on some fine day, to pick up some young nob,
And drive 'im all the morning till the fare is nineteen bob ;
And then he stops at Gresham 'Ouse, and shahting "Cabby,
wait,"
'E takes 'is 'ook the other end aht into Bishopsgate.
Or on a lovely autumn when the rain came dahn in sheets,
Or when a bloomin' blizzard set us skatin' in the streets,
And after you 'ad planked dahn to the yard each bob you 'ad,
' And fahnd yerself to balance up a dollar to the bad.
j Then to take yer to the stables at the other end of tahn,
! And strip yer frozen 'arness off, and rub yer old 'ide dahn ;
' And yer got yer jolly skin full, and a decent place to doss,
| Which was often more nor / got by a jolly site, old 'oss.
' But nah — so long, my beiuty ; for this latest style I bar —
/ ain't a going (what do you think) to run a motor-car j
While there's a crossing to be swept, a job to do — no fear —
I reckon I'm too old to turn a blooming engineer.
^>S***»^%#*>**»******»^^k^k^k*%***
Municipal and County Surveyors, Please Note! — According
to two distinguished French cyclists who have been touriug
throughout Europe, including our own country, the roads in
England are the worst maintained of any and the most imprac-
ticable in Europe, and, worse still, the inns are no better than
the roads. A criticism we venture to say severe but not
altogether untrue.
♦
Some Useless Automotors. — The Admiralty have decided
that all Whitehead torpedoes of Mark I (Star) and Mark II
(Two Star) are to be at once destroyed, together with all their
fittings. There are about 300 of these torpedoes in the service,
and although they cost about £500 each, the Admiralty have
been compelled to condemn them in consequence of the unfavour-
able reports that liave been made as to their erratic movements
after firing.
-— «
An Indian Prince at Coventry. — Last month His Highness
the Marajah Thakore Sahib, of Morvi, visited Coventry for the
purpose of inspecting the Daimler Motor Works, His Highness
being interested in Tight railways for the development of his
own country in North- West India. He arrived at Coventry
from Birmingham, accompanied by Mr. F. H. Gill, M.I.Mech.E.,
who is connected with a firm.Jjiat has put down 150 miles of
light l-ails for the Prince, who is interested in motor-driven
vehicles, and is taking advantage of his visit to England to
learn what he cau on tlie subject. On arriving at Coventry he
was driven- iu a motor-car by Mr. Critchley, of the Daimler
Company, to the King's Head Hotel, where luncheon was
served, and he afterwards proceeded to the Company's works ou
the Foleshill Road. The whole of the afternoon was spent
there, the Prince manifesting an intelligent interest in the
details of motor construction. He left Coventry iu the evening.
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STEEL TRAMWAYS FOR ROADS.
The American correspondent of The Engineer writes to bis
paper : — " One of the suggestions which has been pnt forward
by the Road Inquiry Bureau of the Government, is that steel
rails should be laid along country roads, so as to reduce the
tractive effort required, and therefore enable farmers and other
carriers to haul very much heavier loads than are practicable
on ordinary country roads. The idea has obtained some foot-
hold, and a special section of H-beam or rolled joist — having a
wide and slightly concave top flange — has been recommended
as the most suitable form, having enough rigidity to keep the
trackway in fair level, the rails being connected by tie rods or
tie bars. This form of section, however, has not been adopted
by the Bureau, and it proposes a rail of inverted trough section,
having a slight rib along the inside edge of the top, the metal
being -fe inch thick, and the width of tread 8 inches. The rails
AN AMERICAN ELECTRIC CARRIAGE.
As will be gathered from the accompanying drawings, the
electric brougham of Messrs. Morris and Salom,of Philadelphia,
is a remarkably handsome and well-designed affair, embodying
as it does the best taste and workmanship. It forms one of the
automotor cabs now plying for hire in New York city, and it
will be interesting to compare it with the electrical cabs now
running in London, and which we illustrate on p. 485.
Referring to the American design (Fig. 1), it will be seen that
the vehicle consists of a carriage body and boot, the latter con-
taining the battery of secondary or storage cells. It will be
noticed that the body is slung rather low — a point which is of
advantage to elderly people, uut which in a very slight degree
tends to rolling. We may as well here state a fact which, so far
as our experience goes, but few carriage builders are aware
of, that for smoothness of running a high centre of gravity in
Fi<j. 1. — Mobbib and Salom's Electbic. Cabbugk.
are to be bedded in gravel laid in well-drained trenches, and to
be connected by rods at the middle and ends. The joints will
probably rest upon saddles in order to prevent low joints, and
each joint would form a ' rerail,' so as to put wheels on the rail,
and so prevent the formation of ruts alongside the rails. It is
claimed that with such a track the traction will be reduced
from 40 lbs. per ton on macadam to 8 lbs. per ton on the steel
roadway. The weight of material would be about 100 tons per
mile, costing £400 to £700 per mile, according to the size of the
contract. A lighter type of track could be built with 50 tons of
Bteel per mile at a cost of about £200 per mile. These prices
are for material only, exclusive of trenches, gravel, and con-
struction. In view of the agitation in Great Britain for greater
traffic facilities for the agricultural districts, it might be interest-
ing to enquire whether such a system as this might not be
applicable in some districts where even the 'light railway' has
not penetrated, but where greater facilities are desired."
Jezeli Pan zechcisz oglaszac w pismie naszem prosze podac
nazwe "The Automotor and Horseless Vehicle Journal"
any vehicle is necessary — pace the fast express engines on the
American and English roads. It will also be noticed that the
fore wheels are larger than the rear ones, and that the former
constitute the driving wheels, and the rear wheels the steering
ones. Thus in these important points, we see what we may
reasonably regard as -the best American practice is utterly at
variance with the best English and Continental practice. Both
cannot be right, and, in our opinion, from a scientific point
of view, the American design in this particular is faulty. In
other respects the design has much to recommend it. The
carriage itself is comfortable and well upholstered, and will
carry two persons. In Figs. 2, 3, and 4 we give respectively
an elevation, underneath plan, and front view of the car. It
will be seen that the latter is supported on plate springs which
are connected in the usual way to the axles. The wheels are of
the pneumatic bicycle type, the fore ones being 36-inch diameter
and the rear ones 32-inch diameter, the spokes being ^-inch steel
wire ; the tyres are 3-inch Harford's, £-ineh thick rubber, and
are inflated under a pressure of 80 lbs. per square inch. Steering
is effected by a system of rods, &c, terminating in the handle, F
2 M
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498 THE AUTOMOTOB AND HORSELESS VEHICLE JOURNAL. [S«riH>n«R, 1897.
Fia. 2. — Hobbis and Salom's Elbctbic Cabbiaqk.
Fio. 3. — Mobbis and Saloji'b Elkctbio Cabbiaob.
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SBPniraraFi897.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
499
(Fig. 2), this^ being its normal position ; when pushed forward
to G the vehicle goes to the right, and when pushed back to H,
to the left. We cannot say that this strikes us as being a com-
mendable arrangement. It is not a positive gear ; the direction
in which a starting lever or wheel is moved should always
indicate that in which motion is to be made. A driver who
lost his head in a crowded street would probably do some
damage with this steering gear. The motive power is furnished
by a battery carried in the boot, L (Fig. 2). This battery
consists of 44 cells of the type 3 F of the Electric Storage
Battery Company ; the current passes into the two Lundell
motors. These are series-wound machines and weigh about
150 lbs. each. On each armature spindle is a pinion which
found to be the case in practical work, especially in hill climb-
ing. The performances of these cabs, of which 100 are, we
understand, on order, will be watched with interest, and it will
be instructive to learn which is the more economical in working
— the New York or London ones.
*4*^&^^0+^^^Hf*0*0*0*0*0*0
PETROLEUM AND MOTOR-CARS.
Fio,
4. — Morris and Salom's Elbctbio Carriage.
gears by internal teeth into the driving wheels mounted on
the fore-axle. These motors run at 900 revs. By employing
two niotore the necessity for differential gearing is avoided. On
the left hand of the driver is a controlling lever which changes
the direction and amount of current in the ordinary way.
The battery has a capacity sufficient to propel the carriage
for a distance of 24 miles on the level without recharging, and
as the operation of recharging occupies about eight hours, it
will be seen that the vehicle must be one-third of its time
idle, and cannot be continuously used as can the London elec-
trical cabs. The total weight of the vehicle and battery is
about 2,600 lbs., of which the battery accounts for 1,000 lbs.
Of this total weight two-thirds are on the front wheels and
the balance on the rear wheels. This distribution of weight
is not in our opinion proper, and we expect that this will be
Our contemporary, London, publishes the report of the chief
officer of the Public Control Department of the London County
Council under the ridiculous and sensational headline, " Death
in Lamp Oil." By the way, why cannot the
organs of muuicipalisation, such as London, and
the Daily Chronicle, employ a more sober style 1
Half the good that these papers undoubtedly do
is niarreu by the adoption of a shrieking,
emotional method of treating affairs. This kind
of thing may no doubt appeal to many, but it
hardly commends itself to those who have any
pretence to common-sense or sound judgment.
On the question of motor-cars, the report
says : — " The Locomotives on Highways Act,
1896, received the Royal Assent on August 14th
last, and came into force on November 14th,
1896. This Act relaxes the restrictions of pre-
vious enactments on the use of locomotives on
highways so far as they relate to vehicles pro-
pelled by mechanical power and under three tons
in weight unladen, and not used for the purpose
of drawing more than one vehicle (such vehicle
with its locomotive not to exceed in weight
unladen four tons). Section 5 of the Act pro-
vides that the keeping and use of petroleum or
of any other inflammable liquid or fuel for the
purpose of light locomotives shall be subject to
regulations made by a Secretary of State, and
regulations have been made which provide that
a motor-car may carry 40 gallons of petroleum
in two metal tanks, each containing not more
than 20 gallons. There is no obligation on the
part of owners of motor-cars in which petroleum
spirit is used to notify the local authorities that
they keep petroleum for use in such motor-cars,
nor is power of inspection given to local
authorities to see that the regulations are com-
plied with. As the absence of these provisions
rendered it difficult to satisfactorily enforce the
regulations, the Public Control Committee asked
the Home Secretary to consider these points
whenever the amendment of the regulations was
contemplated. The Home Secretary has ex-
pressed his agreement with the Council's views,
out as the number of motor-cars using petroleum
is inconsiderable, he is of opinion that the neces-
sity for the suggested amendment does not
present itself yet, and the experience of this
department is quite in accord with this view."
We would say to the London County Council, For goodness
sake leave motor-cars alone till they become a public danger,
when interference would be justifiable. There are many more
things with which the Council might, with advantage to the
public, concern itself than motor-cars.
Bei Bezugnahme auf Inserate in diesem Blatte, bitte den
Namen " The Automotor and Horseiess Vehicle Journal"
anzugeben.
»
The Automotor and Horseless Vehicle Journal Diary
contains over 100 pages of information. Price Sd. ; post free,
7<£, of Messrs. F. King and Co., 62, St. Martin's Lane, London,
W.C. See it for the Irish and Scotch Regulation of Motors.
2 M 2
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THE AUTOMOTOB AND HORSELESS VEHICLE JOURNAL. [Sbptbmmb, iua7.
CONTINENTAL NOTES.
We note that the Government of the Duchy of Luxembourg
has concluded an arrangement with M. Scotte for the use of his
trains in the Duchv.
MM. Db Dion et Bouton have dispatched an omnibus
tractor which will haul another omnibus for service in Geneva
and the neighbourhood.
»
The Paris Cab Company are contemplating how they can
transform their cabs into motor-cars. They prefer electricity,
but are trying other systems.
We notice that automobilists in France as in England com-
plain bitterly of " Policemanism." It is time that concerted
action was taken to abate this nuisance.
It is curious that neither in Berlin nor Vienna has auto-
niobilistu caught on. In the former city a solitary motor-car is
occasionally to be seen, and there are four or five in the latter.
A motor-car race for amateurs took place on August 30th.
.The course Was from Carcassone to Perpiguan, a distance of
120 kilometres. It was organised by the SociGto des Chauffeurs
du Midi.
»
In Belgium a recent police regulation prohibits the driving
of motor-cars by persons less than 18 years of age, and in
Brussels a motor-car must not go at a speed faster tlian a horse
can trot.
»
The Compagnie Gonerale des Automobiles is making experi-
ments with, a new rotary motor on the epicycloidal system,
the invention of a M. Valentin. The results are said to be
satisfactory.
An enterprising French gentleman, M Sevin, has started a
school of automobilism for giving instruction to coachmen and
others. The idea seems a good one, and we hope it will meet
with success.
Tne Northern Riilway Company of France are- making
exhaustive trials with three motor-car* One is a Serpollet,
another a Panhard, aud the third an electric car made in their
own shops. It will be interesting to know the result.
We are glad to observe that the French coachmen take a
much more sensible view of the introduction of automotors
than do their English colleagues. The French Cabmen's Union
declares that automobilism will be the making of the Union.
The French Post Office is about to use electrical automotors
in place of the four-wheeled carts. The head office at Paris
has an electrical installation, and so charging could easily be
effected. The new mail-carts will go 20 kilometres without
recharging, and carry 800 kilos, of parcels.
Thk English visitors to the Paris-Dieppe race will learn with
pleasure that Madame Jubault has presented a little daughter
to her husband. M. Jubault has also been presented with a
handsome gilt medal by the Touring Club for his services on
the former occasion. We congratulate M. Jubault.
Next year it is proposed to have a Grand Motor-Car Concours
from Paiis to Vienna. It lias also bevn suggested to have one
from. Paris to London, but the Channel passage has constituted
a difficulty. The latest proposal emanates from M. le Cvinte
ili' Dii hi, and it is a Motor-Car Competition from Paris to Berlin
and St. Petersburg.
In spite of the patriotic and purely unselfish desire of the
French agricultural " interest " to impose a tax upon motor-cars,
but three out of 86 of the general councila have so far pro-
nounced in favour of the proposal. Of course, the plea for a tax
is that stale one which we hear so much of on this side — the
necessity of maintaining the breed of " 'oases."
With the steady increase of automobilism in France a new-
kind of mischief has arisen. If a motor is left at a hotel
unattended it is becoming a favourite pastime with the street
prowlers to set the mechanism in motion and see what happens.
It would be just as well to provide a locking or braking
apparatus so as to avoid any risk of this playful attention.
This is what a London correspondent of La France Auto-
mobile says of England : — " England is a country of absolute
liberty. There are neither Customs dues, nor soldiers, nor
policemen. The faults are the rates, which a policeman is
always on hand to receive. Those who do not pay work a
certain number of days on the streets, and so on. Happy
England ! "
*
It is said that the firm of Panhard and Levassor has been con-
verted into a limited liability Company with a capital of
5,000,000 francs. The name of the new Company will be
Soci6te des Anciens Etablissements Panhard et Levassor, the
directors being M. Bene Panhard, M. Hippolyte Panhard,
M. G. A. Clement, M. Descubes, M. RenG de Knyff, M. G.
Pierron, M. Gamier, and M. Daimler.
The authorities at Vichy are emulating our own bumbles ;
they have issued an order to the effect that in the town the
speed of motor-cars shall not exceed 4 8 miles per hour. Each
motor-car must have an efficient sound apparatus, and niust
have a name plate and efficient brake. Motor-cars must not
cause an obstruction, and must stop on the approach of a restive
horse. Really it would seem that the excellent Maire of Vichy
had been taking lessons from an English provincial magistrate.
A new type of motor-carriage has been recently completed by
Messrs. Panhard and Levassor, of Paris, in the shape of a two-
seated vehicle, fitted with a single-cylinder motor. The same
firm has also constructed a small petroleum motor-vehicle to run
on rails for the Northern Railway Company of France. The
vehicle, which is to be used in connection with the postal
service, measures only 8 feet by 5 feet, although intended
to accommodate four persons, and is driven by a two-cylinder
motor.
Two French gentlemen, M. le Comte de Beaumont and M. le
Corate de Mussac, have just accomplished a remarkable journey
of 2,480 miles in a four-seated Panhard carriage of 43 H.P.
Leaving Paris on July 25th, they proceeded to Reims, Dinant,
Spa, Liege, Brussels, and Ostend ; returning to their home in
La Vendee by coast roads of Normandy and Bretagne. The
journey was without the slightest mishap, and was a most
enjoyable one in every way, and the cost of the fuel was only
a few francs. Had this journey been attempted with a coach
and horses the expenses would have been very heavy.
In Great Britain the law relating to vehicles comprises some-
thing like 80 Acts of Parliament. France is trying to beat us.
M. Lupine, Prefet de Police of the Department of the Seine, has
signed an ordonnance, which, by the way, is a volume of 270
pages, defining what motor-care may and may not do. Each
motor-car must have an authorisation containing a minute
account of the anatomy of the machine. Ownership must he
specified. The responsibility for accidents is unmistakable and
not to be evaded. Really thi* ordonnance reads something like
our Explosives Act passed during the dynamite scare. The new
law conies into force this month.
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8BPTSKB8B, 1897.] THE AUTOMOTOU AND HORSELESS VEHICLi'. JOURNAL.
->oi
LAW REPORTS.
Motor-Car and Bicycle.
On August 18th, at the Fleetwood Police Court, two summonses
issued against Henry Thomas, motor-car conductor, Blackpool,
were heard ; one for driving without a light, and the other for
furiously driving a motor-car on the highway. On the first
charge the driver was fined 5*. and costs. In the second case
the driver was summoned for driving the car at a greater speed
than 12 miles per hour, which was the limit permitted by the
Local Government Board regulations. It was alleged that the
car kept behind two bicyclists for over two miles, and the men
had to ride as hard as ever they could to escape being run
over. Finally they got to a place where there was a cross
road, and they turned up this lane and thus got out of the
way of the motor-car. To illustrate the rate at which the car
was travelling, Mr. Blackhurst, who prosecuted, said that it
travelled over a distance of half a mile in one minute and
55 seconds, which was equal to a rate of 16 miles per hour.
Evidence for the prosecution was then given including the
usual police evidence as to speed.
For the defence Mr. Bracewell, one of the occupants of the
motor-car, said he had ridden bicycles ever since the days of
the old " bone-shaker," and had also ridden a motor-bicycle,
so that he was accustomed to calculate speed. In his opinion
the motor-car never travelled, during the time stated, 16 miles
per hour. Defendant was a careful driver, and the car never
went more than 12 miles per hour. When the constable came
up and said they had been going at 15 miles per hour, witness
said it was nonsense and an impossibility. Other evidence
having been given, the Bench retired, and said they were
satisfied that a greater speed than 12 miles was driven, and
defendant would oe fined 10». and costs.
The Locomotives Act
On August 26th, at the Newcastle Police Court, the adjourned
summons against Walter Morrison and Co. for a breach of the
Locomotives Act, 1865, was heard. Mr. R. S. Holmes, who
prosecuted, said the case, against defendants was that having
three wagons attached to a traction-engine they employed only
three men to take charge, instead of four. The law was that if
there were more than two wagons there must be an extra man
to look after them in addition to the driver, stoker, and flagman.
The defence, he believed, was that there was a fourth man.
Unfortunately an accident occurred on the date of the offence
(August 5th) in Barrack Road, by which a little boy was killed,
At the inquest there was no suggestion that there was a fourth
man in attendance until after the accident. Mr. Holmes then
called witnesses, who swore that there were only three men in
charge of the engine and wagons. For the defence it was
submitted that when the engine and wagons left Elswick on the
return to Newcastle there were four men. Mr. Hall, who
defended, expressed regret, on behalf of defendants, that there
should have been any accident. After hearing all the evidence,
the Bench came to the conclusion that there had been a breach
of the law, and expressed dissatisfaction with the evidence of
some of defendants' witnesses. They imposed a fine of £10 and
costs.
A sitting was held on August 24th at the Bankruptcy Court
for the public examination of W. Marshall, mining and electrical
engineer, of 16, Tokenhouse Yard. Although the liabilities
were £12,945, the assets were estimated to produce a surplus of
£43,000. In the course of his trading he found £6,000 or
£7,000 in connection with patents which were eventually taken
over by the London Electrical Omnibus Company (Limited),
formed in May, 1896, with a capital of £250,000. As con-
sideration for bis interest in the patents, the debtor was to
receive £20,000 in cash and £80,000 in .shares -, but he
ultimately agreed to accept unsubscribed shares to the extent
of £27,633 for returning £13,816 of the cash consideration.
The debtor attributed his failure to inability to realise these
j shares in the London Electrical Omnibus Comjwuiy (Limited),
and to other causes. A proposal having been lodged for the
payment of 20*. in the pound to the creditors, the meeting was
I adjourned to October 20th to enable the necessary steps to be
I taken.
I A Drunken Motor Cabman. — The conduct of motor-cars and
' cabs has so far been marked by great skill and care on the part
I of the drivers, and up to a few days ago no charge of insobriety
I has ever beeu made against anyone in charge of a motor-car.
This honourable record has at length been destroyed by one,
George Smith, 25, of 192, Portnall Road, Harrow Road, who
was charged at Marlborough Street, London, on the 10th inst.,
with being drunk when in charge of a motor-cab, of which he
was the licensed driver. P.C. Russell, 247 C, stated that he saw
I prisoner in Bond Street in charge of a four-wheel electric cab.
I Suddenly the vehicle swerved from one side of the road to the
other, and ran across the footway, iuto No. 165, New Bond
Street, breaking the water:pipe and the beading of the window.
Thinking that prisoner was unable to manage the vehicle,
witness asked him to get down from the box, and, finding tha;
he was drunk, took him to Vine Street Police Station. He
then denied being drunk, and the divisional Surgeon was sent
for, who certified that he was. The prisoner, in his defence,
admitted having had two or three glasses of beer. He was
very sorry, and said it was the first time he had been charged
with being drunk in charge of a cab. Mr. De Rutzen, the
magistrate, said: "You motor-car drivers ought to be very
careful, for if anything happens to you the police, who have
a happy knack of stopping a runaway horse, might find that
stopping a motor is a very different thing. There will be a
fine of 20*." To Mr. George Smith, then, belongs the distinction
of being the first driver to be convicted of being drunk on a
motor-car.
M*^^^^^^^««^M^MMM««^
Hone Statistics. — According to the Police returns, the
number of horses employed in London amounts to 80,000 ; of
which 20,000 are employed in the omnibus traffic, 10,000 on
tramways, 15,000 in the cab trade, and 3,000 by brewers.
The railway companies own 21,000 ; coal merchants, 2,.r>00 ;
municipal bodies, 1,300 ; tradesmen, 2,000. Messrs. Carter,
Paterson, and Co. own no less than 6,000. It is estimated that
26,000 horses are killed annually in London. So frequently is
the cry raised " 'orse dahn ! " that even the street boys are
connoisseurs in the art of street slaughtering, and regard that
operation with a charmingly blast air. But let a motor-car
incur some temporary disarrangement, and lo ! and not only does
the crowd shout, but a "free and enlightened Press " joins in
the cacophonous chorus of silly delight.
New Motor-Oar Wheel.— Mr. John Nutsford, of Carlisle, is
credited with having invented a new form of wheel, which is
intended to supersede the present pneumatic-tyred wheel in
general use. It is stated that he has arranged terms for the
sale of the patent for the magnificent sum of £100,000. The
purchaser is Mr. John Price, C.E., of Workington, who is
acting on behalf of a number of gentlemen in that town who
are about to acquire the Cumbrian Cycle Works there, and to
float a company under the name of the Cumbrian Cycle and
Motor Company (Limited), with a capital of £250,000, it being
intended to lay down plant sufficient to turn out from 200 to
250 bicycles, and from 1,000 to 1,500 of the Nutaford wheels
per week. The new wheel has two rims, an inner and an
outer one — an ordinary solid or cushion tyre being fixed on the
latter — and the two are connected with each other by means of
two rows of coil springs, the ends of which pass through each
rim and are secured by nuts. The arrangement of the springs
ind the manner in which they are fastened is an important
feature of the invention.
2 M 3
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
<*.
[Sbftbhbbb, 1897.
COMPRESSED-AIR LOCOMOTIVES.
Ik our recent issues we have mentioned that on the New York
elevated railways compressed air was about to be tried as the
motive power. Previous experiments had been made in this
direction, but with little success, owing to the low pressure of
air carried in the reservoir. By adopting a series of tubes made
a Scotch engineer. It has been in successful operation for nearly
a year in connection with tramcar propulsion, and it was this
success and the many advantages of the system that led the
directors of the Elevated Railroad Company to give it a trial.
Deferring to the accompanying engravings, Fig. 1 is a general
view of the locomotive from which it will be seen that externally
the air locomotive looks somewhat like an ordinary steam
locomotive but without the funnel of the latter. Figs. 2 and 3
are transverse sections showing the nesting of the tubes and
Fig. 1.— New York Elevated Railway Compbessed-Aib Locomotive.
I
Half Section
Ahead o'/ Juide Bar.
Half Section
through Driving Axle»
Fig. 2.
on the Mannesmann process as the reservoir, such a high pres-
sure as 2,500 lbs. on the square inch can be safely carried, and
sufficient energy can be stored to enable the locomotive to
perform its duty with the same certainty as steam. The
present system is the invention or design of Mr. Robert Hardie,
Half Section
Behind Door. |
Fio. 3.
Half
Front Elevation,
their connections. These tubes are 27 in number, 15 feet
6 inches long, and 9 inches in diameter. They are made of
steel and are homogeneous throughout. Indeed, it is the
Mannesmann process that enables such high pressures as are
now common to be used at all. Since on expanding air there
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503
is a fall of temperature, it is necessary to heat the air as it
passes to the cylinder ; this* is effected by means of a hot-water
tank holding 50 gallons of water, which is heated by a stove.
The air from each reservoir is led by a small pipe to a vertical
collecting chamber, from whence it is led by pipes to the
cylinders. As the air is at very high pressure, reducing valves
are interposed in the passage, and the air reaches the cylinders
at about 150 lbs. per square inch. The driving mechanism is
like that of an ordinary locomotive, and calls for no special
remark, except that a Meyer cut-off gear is fitted. The dimen-
sions of the engine are as follows : —
Cylinders ....
. Driving wheels .... , .... , ....
Driving wheel bane
Total wheel base
Weight on driving wheel
Weight, total, in working order
Ports, inlet and outlet
Valves, travel
Valves, lead
Valves, lap :
13 ins. by 20 ins,
3 ft. 6 ins.
6 ft.
13 ft. 6 ins.
16 tons.
22 tons.
1 in. by 12 ins.
3 ins.
Jin.
tV in-
The engine is intended for service on the Sixth Avenue line
from Rector Street to Fifty-eighth Street, a distance of 4j miles,
with 14 stops, hauling a train of 130 tons. On trial the engine
has made easily 45 miles per hour. The pressure of air carried
is 2,500" lbs., and this can fall to 450 lbs. before it is necessary
to re-charge. At the charging station there is a quadruple air
compressor having cylinders 21J" + 9" + 7" + 3" by 36" stroke.
This will compress 500 cubic feet of air per minute to 2,600 lbs.
The air is stored in a battery of Mannesmann tubes having a
total capacity of 820 cubic feet, the time required to charge the
locomotive being but li minutes. The air compression engine
is driven by a Corliss engine of 230 H.P. These trials are being
watched with great interest on both sides of the Atlantic, and
we trust they will be successful.
■***^^********»i*W*^*^«i<W*»*»*
An Electrio Omnibus. — There is now in operation at Green-
wich, U.S.A., an electric omnibus which runs on the main road,
without rails, but .is supplied with current from an overhead
wire, and while such a system is not of very general application
it is thought, says The Engineer, that there are many cases in
which such a service can be successfully installed to replace
horse omnibuses on country roads, as between a small town and
a railway station a few miles distant. The carriage was formerly
driven by storage batteries. It is mounted on four wheels,
having pneumatic tyres, and the forward axle is driven by the
motor, which is connected with the brake, so that as either one
is put in operation the other ib thrown out. The current is
supplied to two overhead trolley wires — one outgoing and one
return wire — 8 inches apart, which are suspended from a third
wire by triangular metal frames. The " trolley " device consists
of a set of rollers running on one or other of the two main wires,
and so attached as not to fall off or run away when the carriage
is descending a hill. This is attached to a double wire, which
passes over the top of a pole at the back of the carriage, and the
end of which is wound on a spring drum of the carriage. If the
carriage crosses from side to side of the road the wire is paid
out, the spring drum keeping it taut. The poles for the over-
head wires are 150 feet apart, and they are partly on one side
and partly on the other side of the road, but there is no trouble
with the contact device where the wires cross the road. The
present distance is a quarter of a mile, but is now to be extended
from the town to the railway station, lj miles, the town having
refused to allow the construction of an electric tramway on this
road. The run of a quarter of a mile is made in 45 seconds, but
the object of the experiment has been to obtain convenience
rather than speed. The carriage can run in either direction,
turn round, and move across the road to avoid other carriages.
Two carriages can be run, having trolleys on the two wires.
The carriage is practically noiseless, and is practically equal to
a two- horse omnibus.
AUTOMOTORS IN A.D. 2000.
The great American socialist author, Edward Bellamy (author
of "Looking Backward," '&c.), in his latest work, " Equality,"
takes a very enthusiastic view of the future development of
autoraotors. He predicts that in the twenty-first century the
home will be as extinct as the dodo, his place having been taken
by the electric motor. His disappearance is also responsible for
an improvement in the public roads.
This new work is a sequel to " Looking Backward." In
" Looking Backward," Mr. Bellamy described the world as he
thinks it will be in the year 2000, and in his new book,
" Equality," he enters into details and -explains how the re-
volution was brought about which inaugurated the millennium
before described. The story of " Looking Backward " briefly
summarised is as follows : —
■In the year 1887, Julian West, a rich young Bostonian, being
a sufferer from insomnia, caused a chamber to be built of stone
beneath the foundation of his house for use as a sleeping room.
When even the silence of seclusion of this retreat failed, he
called in a professional mesmeriser to put him into a hypnotic
sleep, from which his manservant, Sawyer, knew how to arouse
him at a fixed time. One night, when under the hypnotic
influence, West's house was burnt down and he was supposed to
have perished in the ruins. He was, however, safe and sound
in his secret chamber, and 113 years later, September, A.D. 2000,
Dr. Leete, a Boston physician, in conducting excavations in his
garden, came upon this vault and discovered West still in his
sleep. Dr. Leete resuscitates him, and after a short time West
returns to the full vigour of youth which his appearance still
indicated. His experiences and observations, naturally under
the guidance of the doctor, are set forth in " Equality " ; and in
the coarse of the book the hero discovers that : —
" Thanks to the passing of the horse, it was possible to reduce
the breadth of the roadways by half or third, to construct them
of smooth concrete from grass to grass, leaving no soil to be
disturbed by wind or water, and such ways once built, last like
Roman roads, and can never be overgrown by vegetation."
Electricity has also replaced the horse in all agricultural
operations. Julian West, taking an airship, sails over the
Continent for the purpose of seeing the changes that had been
brought about in the new area, which he describes as follows : —
"I saw a large field from which the crops had been cut.
Over its surface was moving a row of great machines, behind
which the earth surged up in brown and rigid billows] On
each machine stood or sat in easy attitude a young man or
woman with quite the air of persons on a pleasure excursion
"Evidently," I said, ''these are ploughs; but what drives
them?"
" They are electric ploughs," replied the doctor. " Do you
see that snake-like cord trailing away over the broken ground
behind each machine ? That is the cable by which the force is
supplied. Observe these posts at regular intervals about the
field. It is only necessary to attach one of those cables to a
post to have a power which, connected with any sort of agri-
cultural machine, furnishes energy graduated from a man's
strength to that of a hundred horses ; and requiring for its
guidance no other force than the fingers of a child can supply."
This revolution is not only in agriculture, it is the same in all
other kinds of work : —
" Almost no heavy work is done directly now, machines do all,
and we need only to guide them, and the lighter the hand that
guides, the better the work is done."
" With one of our shovels," says the guide and friend, " an
intelligent boy can excavate a trench or dig a mile of potatoes
quicker than a gang of men in your day, and with no more
effort than he would use for wheeling a barrow."
Not only is everything done by machines, but Mr. Bellamy
holds out a prospect of our being able to make machines without
hands, by the direct exercise of our will power. Electricity as
an omnipotent instrument delivers the race from any necessity
of manual labour.
A truly pleasant picture,
2m4
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THE AUTOMOTOR AND HORSELESS : VEHICLE JOURNAL. [Sbftembbb, 1897.
A FEW COPIES STILL LEFT.
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THE AUTOMOTOR
AND
HORSELESS VEHICLE
Diaity and Mote Book
FOE
1897.
PRICE 6d. POST FREE 7d.
CONTAININU :
Full Text of the Light Locomotives Act of last
Session, and all Regulations made in pur-
suance thereof.
Illustrations of Typical Carriages and Motors.
Valuable Formulae, Data, and Tables of infinite
service to all Users and Owners of Auto-
motor Vehicles, including:—
Hydrocarbons.
Properties of the Circle.
Temperature of Steam at High Pressures.
Strength and Weight of Various Materials.
Decimal Equivalents.
Practical Notes on Motor- Vehicle Tests.
List of the Leading French Manufacturers of Motor-
Carriages.
List of the Leading Limited Companies dealing, (fee., in
Motor-Carriages.
List of Engineers, Carriage Builders, &c, taking np the
Motor Industry.
Results of Foreign Speed Trials.
Notes on Motive Power.
The Daimler Motor.
Working Rates, Size, Weight, Ac, of Accumulators for
Traction Purposes.
Abel('s Flash-Test Apparatus.
&c, Ac, 4c.
ALSO
A Handy Diary (One Page to the Week) printed
on excellent paper.
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Thb Automotob and Horseless Ybhiolb Journal can be
obtained from all Messes. W. H. Smith AND Son's bookstall*, and
the following Agents : —
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When any difficulty is experienced in procuring the Journal front
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from the Publishing Office, by forwarding remittance of 7s. for
i 12 months' subscription, post free (or at the rate of 7d. per copy).
The Automotor and Horseless Vehicle
Journal.
1 RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
SEPTEMBER 15th, 1897.
ANSWERS TO CORRESPONDENTS.
FREE BY POST 7eL
A. H. H. (Eccleshill). — The address of the London Electrical
Cab Company is Juxon Street, London, 8.E.
J. W. (Northgiite, Halifax).— We cannot send you a copy of
the pleadings, as we have no authority to do so, but your
best plan would be to apply to the solicitor who has the
whole of the cases in hand.
F. Beech (Ilkley).— (a) The number of the patent is 11,307
(1896), which can be obtained from the Patent Office,
Chancery Lane, for 8d. You will notice that a diagram
and particulars of same appear in this issue. (6) We are
sorry we have no No. l's, which is out of print. We are
sadly in waut of them ourselves.
Steel tubes and Frames (Westminster.) — Several first-class
firms are willing to manufacture to design. Apply to such
Companies as the New Brotherton Tube Company (Limited),
Wolverhampton ; Standard Weldless Tube Company,
Victoria Street, Westminster ; I. Oldbury, Reliance Works,
Wednesbury ; Climax Weldless Tubes (Limited), Catherine
Street, Lichfield Road, Birmingham, &c.
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SBPTBifBBK,T8g7.J THE AVfOMrdtOA AND HORSELESS VEHICLE JOURNAL
r.o.r>
W. Bobbbtt (Teignmouth). — It is impossible for us to enter
into private correspondence with inventors relative to
designs, kc. We have received your models, and, while
they are ingenious, the, principle adopted by you of making
one car-frame serve for other kinds of bodies is not new.
At the recent Agricultural Hall Exhibition there was a
motor-car shown which possessed this feature. We would
suggest that you get out a complete set of working
drawiugs and submit them to some firm of engineers or
carriage-builders. If the design commended itself you
would have uo difficulty in getting a car made.
A. Jackson (Birmingham). — No, do not wash your rubber tyres
with any kind of mineral oil. Petroleum is a powerful
solvent.
R. L. (Wednesbury). — In ordinary work a bicyclist develops
about -Jg H.P.
J. Johnston (Liverpool). — Your valves probably want grinding
in. You had better let this be done by an engineering firm.
P. Alston (Belfast). — The cause of the steam-motor not starting
is that owing to the position of the cranks the admission
valve on the horse-power engine is closed by the slide.
Reverse and get the cranks into a better position, then put
the links for the go-aheadposition.
6. Jennings (Manchester). — The best pumps we know of for
pumping petroleum are the Worthington.
COVERS FOR BINDING
VOLUME I
OF THE
AUTOMOTOR & HORSELESS VEHICLE JOURNAL
Price Is. 6rf. ; Post Free, Is. 9d.
Can he obtained through the usual Agents, or direct from the
Publisher*.
INDEX TO VOL. I
Will be Published Free with the October Number.
Proprietor* and Publisher* — F. KINO & CO., LIMITED,
62, St. Martin'* Lane, London, W.C.
OURSELVES.
There are times in the histories of newspapers as of individuals
when a little self-congratulation may be rightly indulged in.
Such an occasion now presents itself to us ; with this issue the
Automotob completes its first year's existence. A year ago the
automotor industry hardly existed, and the idea that it required
(as what industry does not ?) an organ in the Press to represent
it seemed to many people rather premature. We, however,
recognised that automobilism had at length come to stay and is
destined to become a powerful factor in solving the economic
problem of cheap internal transport, and an independent organ
which should do something towards educating the people on the
subject seemed to us eminently desirable. We therefore pro-
jected this journal upon the public and are glad to say that not
only have our efforts in this direction been attended with
considerable success, but also that the results to ourselves have
been no less so. The importance of automobilism is very
generally recognised, and this is shown by the fact that many
of our contemporaries devote more or less attention to it ; but
obviously the industry will be best served by a journal
exclusively devoted to it, and this is the function of the
Automotob. We have to record a steadily increasing circula-
tion—the best proof that our efforts are appreciated. Our
success is largely due to the fact that we are strictly catholic
in our views ; we have no financial or other interest in any
motor, but are glad to publish the good points of each and to
give friendly criticism of all.
A year ago, when motor compinies were being floated with
excessive capitals and exaggerated prospects, wc warned our
readers that the industry did not then warrant exploitat on on
a large scale. Our views have been amply justified by events.
Since the automotor first appeared, very substantial and satis-
factory progress has been made in the industry. Crude types
have been perfectad or abandoned, the general design and con-
struction have been improved, and the motor-car of to-day is a
reasonably reliable vehicle. All these various steps in the
process of the evolution of the motor-car have been duly
recorded in our pages. Much, however, remains to be accom-
plished before the motor-car attains the perfection of the
locomotive ; this will be greatly facilitated by the dissemination
of ideas through the pages of an independent journal, and this
is the task we have set ourselves in the Automotor. Designers
and constructors will find in the Automotor particulars of the
latest advances ■iu automobilism, and we spare no pains to
make our information accurate and useful. As occasions offer,
we publish detailed technical descriptions and working drawings
of successful motors, and we find that they are much appreciated.
Automobilism, as its name indicates, is not necessarily confined
to traction ou roads. A Whitehead torpedo, a canal tug, or
Thames steamboat, and a flying machine are also automotors,
and these will be discussed in our pages. So much for the
industry.
In other directions we shall be no less active ; the motor-car
has many iusiduous enemies, and not a few people would do
much to hinder its progress. As our readers are aware, we cist
a severe and minatory eye upon those who, entertaining a
misguided prejudice in favour of the horse, allow the scales of
justice to incline against the users of motor-cars. There are
also those who, under the plea of the safety of the public, seek
to restrict the sale of petroleum and its products, thereby
striking a blow at the manufacture of light oil motors. We've
got them on the lilt. It will thus be seen that there is plenty of
work for us and a wide field for our operations. We have
every assurance that, so far, our efforts are appreciated by our
readers. We shall endeavour to deserve that appreciation.
SITTING ON THE FENCE.
It is frequently said that automobilism is far more advanced in
France than in England, as indeed it is. The reason is that those
who should lead in this matter in England have been sitting on
the fence. We hear wails in the Press, because very large orders
for electric tramway plant go to America. The reason is that
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Smmu, u®7.
oar tramway directors sit upon the fence ; they wait and see,
and won't encourage anything in the nature of experiment.
Oh, oh ! they are prudent business men. And so in London
we have about the worst tramway system to be seen anywhere,
and we still cling to the " gee-gee." In another column we describe
a compressed-air locomotive, the invention of a Scotch engineer,
who could not get bis proposals considered on this side. Our
railway directors, as usual, are sitting on the fence. In London
we have two railways — the Metropolitan and District— for
which air-compressed locomotives are eminently desirable.
Although for many years past the bad ventilation on these lines
has been a continual reproach, and has even called for Parlia-
mentary notice, yet nothing effective has been done — the directors
are sitting on the fence.
On the River Thames we have the worst steamboat service
— if such it can be called— of any capital city in the world.
Similarly our Fire Brigade engines are simple, low pressure,
obsolete, horse-drawn vehicles, that would hardly be thought
good enough for a bush township in Australia. And what is
the London County Council doing in these matters? Why,
sitting on the fenoe. In other directions we see the same extra-
ordinary apathy, inertia, and disinclination to shift out of a rut.
We complain of foreign competition, low prices, and strikes ; yet
what are the leaders of public opinion doing to lessen these
economic evils? Why, nothing ; they are sitting on the fence
all the time.
SOME ESTIMATES OF THE HORSE.
There was ouce a certain schoolboy who was required to
write an essay upou the horse ; he commenced : — " The horse
is a noble animal, very useful to man ; he has a, shiny coat, and
eats oats." Although somewhat lacking in literary style, these
statements are, in the main, correct, if insufficient. We are
not disposed here to amplify them ; on the contrary we should
rather like to dispute with this juvenile authority the question
of nobility, although we know we should be hopelessly beaten,
because, gazing one afternoon with mingled awe and admiration
at the mounted cavalry men in Whitehall, we heard several
exclamations from a crowd of females to this effect : — " Oh,
don't they look lovely ! Ain't they noble ! " Whether they
meant the horses or the riders, or both, we could not ascertain
with definite accuracy, but there can be no mistake that to
many minds, especially those of females, the horse it a noble
animal. In view of certain recent utterances by eminent men,
it has occurred to us that the schoolboy or student of the
future may in passing an examination be required to answer
some such questions as these : — What mechanical principles are
involved in the anatomy of the horse ? Regarded as a machine,
what is its efficiency ? What is the average useful effort of a
London cab horse ? How would you " indicate " a horse ?
Compare a horse with a motor-car and state the cost of energy
in each? Also estimate their commercial efficiencies ? In order to
answer these questions our student would consult the authorities
on horses and motor-cars, and he would very properly look
up Sir David Salomons's paper on motor traffic. In that
excellent monograph he would read : — " Finally, the best
existing motor the world has yet seen for its power, method of
fueling, suspension springs, and travelling long distances before
recharging, is .... the horse." This is somewhat like the essay
referred to; it is a series of direct statements, well expressed.
and, to many people, quite conclusive.
Our student might, however, have consulted another high
authority, Mr. W. H. Preece, F.R.S., who inaugurated the
electrical cab service in London recently, and who in the course
of a humorous and interesting speech said : — " Now, the horse
was a very imperfect creature in several respects. He was con-
structed on principles which were horrible in their o|>eration.
He moved in unstable equilibrium, and sometimes got a bad
fall in consequence. Then he was very weak iu bis head, for if
he got frightened or disturbed, God alone knew what he would
do. They had seen only the other day how a horse ran into the
post-office at Ludgate, the very last place where he would hope
to find peace and quiet, and there did a good deal of mischief
before he could be quieted. Then the horse must be well fed.
He was subject to disease as we were, and he was short-lived.
The driver and his horse might easily come to grief together.
Still, they must all love the horse and care for him in the best
way they could ; but it might become necessary to see whether
they could not find another way of serving his master better."
Here, then, we have from two high authorities in engineering
science two absolutely opposite statements ; both cannot be
right, and it would be instructive to learn why Sir David
Salomons regards the horse as such a perfect motor and why
Mr. Preece holds that it is such an imperfect one. We
should not think of deciding the question in the face of such
diverse views, but we may point out that much depends upon
the point of view adopted. Like our schoolboy, Sir David
evidently regards the " nobility " and the " glossy coat " of the
horse as factors in estimating its value as a motor, and rightly
so, because the aesthetic sense has to be satisfied. For the
combination of strength and grace the horse is unquestionably a
perfect embodiment. Mr. Preece seems to approach the animal
iu a severely materialistic and utilitarian spirit. He simply
asks himself how to move this cab in the cheapest and safest
manner, and he therefore condemns the horse as inefficient, and
no one will, we thiuk, venture to contest his verdict. In
recounting the apparent discrepancies in the views expressed by
these distinguished men, we must also consider the environment
In the country the horse forms a pleasing feature which
harmonises with surrounding objects. He is not then objection-
able, but, on the contrary, as our schoolboy says, " very useful to
man." In the towns, for which use Mr. Preece was considering
him, he is an unmitigated nuisance, to be condemned alike on
sanitary, hygienic, and humane grounds.
THE IRISH MOTOR COMPANY.
Considering the standing of th> directors of this abortive
Company, it surely wai reasonable to suppose that they had
satisfied themselves that there was a business to be done before
going to allotment, and that their property in patents, &c, was
of some value. On these elementary points the directors
evidently failed to obtain reliable information. It is not often
we see men of position and wealth displaying such a want of
business knowledge, and we are afraid that the reputation of
the directors will hardly be enhanced by this stupid fiasco.
They also seem to have acted with precipitancy in exploiting
machines of but very doubtful commercial value or utility.
Considering who these directorsare we quite fail to understand how
they contrived to place themselves in such a ridiculous position.
The Board included Alderman Meade, who has been Lord Mayor
of Dublin twice, and who is a Privy Councillor and LL D. of
Trinity College, Dublin, a director of several companies, and
one of the largest building contractors in Ireland ; the Right
Hon. S. A Dickson, Q.C., late M.P., well known as an Ulster
Liberal and as an authority on land matters, and who has been
a member of Royal Commissions, &c ; Mr. J. Malcolm Inglis,
J. P., Scotsman, and coal importer, well known on Unionist
platforms in Scotland ; Sir Howard Grubb, F.R.S., of telescope
fame. Individually these men are no doubt eminent in their
various walks of life, and no one would think of questioning
their ability to mind their own business. Collectively they
displayed the innocence and business capacity of babes and
sucklings and — and this is their only redeeming feature — with
the transparent honesty of such. The directors of the Irish
Motor Company have acted as men of good moral but very bad
business principles. We cannot but regret that the concern
was ever started, as it is such things which retard the auto-
motor industry, There is one more point. The directorate of
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this Company illustrates again the folly of shareholders putting
money into a manufacturing concern, the technical details of
which manufacture they know nothing and the direction of
which is in the hands of men who know less. What but
disaster can possibly be expected ? What practical knowledge
of traction did these directors possess 1 The answer is, None,
because had they such knowledge they would probably never
have attempted to acquire such * valuable patents."
AN ABSURD CANARD.
A few days ago as a motor-car belonging to Messrs. Arnold
Goodwin and Son, of Southwark, S.E., was proceeding across
Ludgate Circus it collided with a van and the shock damaged
the naphtha reservoir and caused a leak. The naphtha ran
out and the car had to bring up in an adjacent bye street.
Repairs were effected inside of half an hour, and the motor-car
proceeded on a 20-mile journey. To the surprise of everyone
with the slightest knowledge of motor-cars, the Press almost
with one accord published a series of the most untruthful and
misleading accounts of the affair under full headlines and large
capitals that could be imagined. Occurring where it did right
in the heart of the journalistic world, there were no doubt a good
many scribes in the crowd who saw in the accident a chance of
making "copy," and very fine and lovely was the " copy " that
appeared the next morning about this trivial matter. The
Daily Mail especially distinguished itself. Many other papers
with some reputation for sobriety, such as the Whitehall Review,
ran the Daily Mail closely. It seemed that for some occult
reason or other there was a unanimous desire on the part of the
Press to magnify a temporary defect into an " alarming explosion
of a motor-car." We can only express our astonishment that
apparently respectable organs of public opinion could lend
themselves to publish such utter drivel. At the recent meeting
of the Institute of Journalists at Cardiff, we heard a lot about
the "dignity of the profession," the "responsibility of the
Press," and so forth, and yet we see these "dignified" and
" responsible " editors publishing with a light heart and without
inquiry a tissue of falsehoods ; and journalists wonder why the
public does not think more of them ? The actual facts of the
" explosion " as communicated by Messrs. Arnold Goodwin and
Son are these : — The car is propelled by a Benz motor, and is
in daily use in the City for commercial purposes. The cause of
the trouble was a weak spring in the exhaust valve, this
not closing sufficiently caused the carburettor to leak ; there
was no explosion. We have been asked, Why does the
Press publish such absurd and mendacious statements as
this one ? The reason is, we think, this : We must recollect
that there is a very close connection between the daily Press
and the turf or horsey interest. All or nearly all of the daily
papers depend largely for their circulation upon the horse
racing and betting intelligence. The horse, Kke the soldier, is a
fetish with the great British public, and therefore the motor-
car is naturally disliked, and the Press reflects this opinion and
exaggerates in an absurd manner every trifling accident that
occurs. The more intelligent section of the public recognises
that all mechanism is liable to get out of order, but inasmuch
as the motor-car offers such undeniable advantages over the
horse these minor accidents are not seriously regarded by
sensible people. We by no means quarrel with those papers
who publish such canards as the one we have referred to, only
we would ask those editors and others concerned : Does it
enhance your professional reputation ? Does it tend to increase
the public respect for your paper to publish wilfully what after
all is an utter falsehood ?
Om De maatte reflectere ovenstaaende Avertissement, behag
da ta novne "The Automotor and Horseless Vehicle
Journal."
THE PRESS ON
f&
*«
fe£AB:
In a leaderette, the Daily New* of August 20th, says f-MThe
motor-cab appeared in the London streets yesterday, and with
some pomp and ceremony. It is not exactly a thing to take
the winds of Maroh with beauty, but neither is the "growler,"
to which variety it belongs. It is driven by electricity, which
means that it makes neither noise nor smell, and it has the
supreme virtue in cabs, that it gets along. One stray specimen
from the well-stocked depot of the Company in Lambeth was
seen mounting the incline of Norfolk Street in a most spirited
manner, with two fares inside. They were apparently in
collusion with the driver ; but the attempt of all three to look
as though they had been doing that sort of thing all their lives
was a distinct failure. The cabman manifestly could not meet
the eye of his fellow-driver of the old dispensation. He carried
no whip, and somehow looked like a person who had forgotten
some essential article of clothing. In this respect his appear-
ance was almost indelicate. The other drivers were moody or
thunderstruck — at any rate, they said no word. They may
have felt that " blackleg " was below the necessities of the
situation. The cab seems to turn about and wheel about with
the facility of the Jim Crow of negro melody. It looks like a
cross between a brougham and a four-wheeler, and it has a
sort of bustle, where bustles should be, which may be supposed
to contain the apparatus. This will afford the small boys a
more comfortable seat than the ordinary springs, and will
probably disarm the opposition of their powerful corporation to
the change.
A representative of the St. Jameit Gazette interviewed Mr.
W. Bersey, the manager of the Electrical Cab Company, and in
answer to questions the latter said : — " The prospects of the Com-
pany were excellent. We haven't half enough cabs. Our full
complement at present is 15 ; but of these 10 are hired privately
every day. As a matter of fact, I could send out the whole 15
under like conditions— namely, 25*. a day ; but we think it
desirable to have as many on the streets as possible. The new
vehicle is alreadv very popular. The other day one of our men
returned from his day's plying for hire with gross receipts
amounting to £2.
" I think we have reason to be satisfied with a driver who
brings us in a profit of 30*. a day from one cab. Others have
earned considerably over a £1. One of our men came back
with 12». as the result of three hours' work, while another
earned £1 2*. in six hours.
" We are getting a regular supply of three new vehicles a
week, and we could wish that they came in more rapidly. We
could easily find work for at least 100 cabs, even if they were
confined to private hiring."
In answer to the question, " How will the introduction of the
motor-cab affect the ordinary cabman ? Is there likely to be a
rush for the new cabs, and is it true, as was stated at a meeting
of cabmen the other day, that if such a rush occurs you
will immediately raise the price of hire to the cabby ? " Mr.
Bersey replied, " No ; to take the last question first, we
have no such intention. We find no difficulty in obtaining
drivers qualified to manage the electrical cab. An intelligent
man can easily make himself proficient in two days, and we
immediately send him round to Scotland Yard, where the
authorities unhesitatingly grant him a licence if he proves him-
self to be a capable driver. As for the ordinary horse-hansom,
I should be sorry to see it disappear. There is room for both
kinds of vehicles in a great city like Loudon."
* im JW^rf^^^hJ^U^J^^^V^^rf^^^WW
The English and French equivalents of Weights, Measures,
and Distances are fully set out and explained in The Automotor
and Horseless Vehicle Diart and Pocket-Book for 1897,
which contains over 100 pages of information. Price 6rf. ; post
free, 7d., of Messrs. F. King and Co., 62, St Martin's Lane,
London, W.C.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL: [sbptm bbb, 1897
NOTES OF THE MONTH.
The Stock Exchange "tape" quoted motor-cars recently as
" 'orseless carriages."
master tube association. The men are being told that this will
be to their advantage as their wages will be maintained if their
employers are able to sustain the price*. So far, howevor, the
proposed amalgamation has not made much headway.
Messrs. Aveling and Porter (Limited), of Rochester, have
secured the contract for supplying road rollers for the Norfolk
County Council.
i
A merchant at Washington, U.S.A., applied for permission
to use a horseless delivery wagon, but the permit was refused
by the District Commissioners on the ground that horseless
vehicles frighten horses, and are likely to cause runaways and
accidents !
The Glasgow Sanitary and Open Spaces Committee have
serious thoughts of using motor-vehicles in connection with
their sanitary system. A deputation was the other day
appointed to report upon the subject after they have obtained
practical information upon the subject at Coventry and else-
where.
The Board of Admiralty have appointed Mr. Stanley
Dunkerley, M.Sc, of the Department of Applied Mechanics,
Cambridge, to be Professor of Applied Mechanics at the Royal
Naval College, Greenwich, in succession to Professor J. H.
Cotterill, M.A., F.R.S., who is about to retire from that post
after over 24 years' service.
«
At the recent half-yearly meeting of the London General
Omnibus Company, Mr. Burns, one of the critics of the methods
of the directors aud who evidently believes in motor omnibuses,
drew attention to the danger of increasing the stock of extra
buses with a prospect of having in the near future to purchase
electrical and other motor buses.
Thev are very fond of motor-cars in Ireland. Last month iu
connection with a bazaar held at the Bray Town Hall, the
principal prize was a motor -carriage, the drawing being presided
over by Sir Rowland F. N. Fanning, J.P. The prize was won
by Miss Boland, 29, Upper Leeson Street, Dublin, who was the
lucky owner of ticket No. 3,928.
The Burnley Corporation have purchased a motor steam
mowing machine, and it has been put to work in Queen's Park,
where crowds of people collected to see it. It has cost nearly
£ 100, but there is no doubt as to its utility. The machine saves
both horse and manual labour, only one man being required to
attend to it. It not only cuts the grass, but rolls as well. Its
weight is 16 cwt.
»
We understand that the Motor Touring Company of Llandudno
is so far satisfied with the result of its experiment that next
season many more motor-cars will be employed, and the whole
thing done on a more extensive scale. That the public appre-
ciate the motor-cars is indisputable. Nervous and timid people
who would Dot sit behind a pair of high-spirited horses tor all
they were worth, have no hesitation in going on board a
motor-car.
1
According to the Financial News a great tube combination
is being attempted in Birmingham, the idea being to amalgamate
all the manufacturing firms iu England and America. The
price of tubing will be put up at least 100 per cent., which
means that the present discounts will be reduced to equal this
increase in price. At the same time an association is to be
formed among the tube-drawers, who are asked to refuse to
work for any firm or company which is not affiliated to the
Tns experiment with motors as dust-collectors being made
by the Chiswick Urban Distriot. Council, is exciting much
interest among other sanitary bodies. So far it has proved
successful. Mr. fiamsden, the Surveyor to the- District Council,
reports that a week's experience with one of the cars shows that
they are very easily controlled, and far more economical than
horse labour. The steam wagon does the work of three ordinary
carts, aud Mr. Ramsdeu estimates that the Council will save
between £500 and £600 a year by the adoption of the new
system. As a proof of the ease with which these motors are
managed, he cites the fact that the driver of the steam-roller
learned to control a motor in one or two days, and that the
machine easily negotiated the steep incline of Kew Bridge with
a load of two tons. The motor has a Thornycrof t boiler working
at 150 lbs. per square inch, and a horizontal engine of about
9 H. P. It is also fitted with a condenser.
The ideal accumulator is hardly yet an accomplished fact if
we are to believe the statements put forward by a Mr. A. W.
Turner, of Birmingham, who writes as follows in regard to the
Electrical Cab Company's accumulators, which weigh about
14 cwt. : — " Providing an accumulator can be produced to weigh
4 cwt. instead of 14 cwt., and yet supply the same amount
of electric power, all of your readers must readily perceive
that much better results can be obtained— a lighter vehicle to
carry the accumulator, &c. Two Birmingham men have invented
and secured, under patent protection, such an improved system
of electric accumulator : one man is a practical machine
pattern-maker and millwright, and the other roan is a prac-
tical, well-known metallurgist. Arrangements are being made
to manufacture all kinds of motor vehicles for the streets of
Birmingham and London, also to make hand-lamps as sub-
stitutes for the death-dealing paraffin lamp, the light weight
of the new accumulator permitting of reading lamps being
made that can be carried about easily from place to place, or in
the pocket, also on cycles." We can only hope the above state-
ments are correct, but for ourselves, before accepting them as
accomplished facts, we are inclined to wait until we have
practical proof of such results.
^w^^^^WSi^^^WW^^^^i
The Motor-Gar in China. — There is probablv no country in
the world more suitable for motor-cars than Eastern China.
The country, generally speaking, being a vast alluvial plain,
travelling is uot unpleasant so long as it is confined to the
rivers and canals, but when it comes to making journeys of
many days' duration in the native carts it is something awful.
An enterprising firm that would introduce motor-cars would at
once get all the business it wants. Unlike the railways, there
would be no native prejudices to overcome, as the motor-car
would not depreciate the fengshui of any locality. It could
make a detour which the locomotive cannot. We are glad to
note that the motor-car is likely to soon make its appearance in
China. According to the latest issued diplomatic report a
wealthy Chinaman of the capital has given an order for an
automobile car to a French firm of manufacturers. It is not
known that this example has yet been followed, but the vehicle
supplied may, if proved to be constructed with the stoutness
and solidity rendered requisite by the peculiar character of the
metropolitan thoroughfares, be the means of creating a profitable
demand.
For the Regulations respecting Autoinotor-Carriages and
the Carriage of Petroleum, see The Automotor and Horseless
Vehicle Diary and Pocket- Book for 1897, which contains
over 100 pages of information. Price Qd. ; post free, "id., of
Messrs. F. King and Co., 62, St. Martin's Lane, London, W.C.
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509
LES POIDS LOURDS, OR THE HEAVY-WEWHT
MOTOR-CAR COMPETITION.
In our August number we described the principal features of
this competition, and gave a description of the vehicles, but as
the Automotor was published just as the trials had concluded
we were unable to complete our account in time for that issue ;
moreover we were desirous of including in it the official report
of the trials. Unfortunately this has not yet been issued by the
Automobile Club. We now propose to give a short account of
Fio. 1. — Db Dietrich Motob-Lobry (Elevation).
the performances of the competing vehicles as, without waiting
for the official report, the data available is sufficient to enable
certain general conclusions to be reached. It will not, we
think, be denied that these trials have been of the nttnoat
interest and importance, and when the official reports are issued
they will furnish reliable data of the utmost value. From the
description of the routes it may be assumed at once that the
Versailles roads are really wor«e than would be experienced in
ordinary country traffic, and if a vehicle successfully passed
this onerous French trial it is safe to say
that it is fit for any service. The " Scotte"
Company had three entries ; the first,
officially known as No. 1, was a motor
omnibus, having a seating capacity for
12 passengers and two attendants. Its
weight, fully equipped, but without pas-
sengers, is 7,700 lbs. It is propelled by a
pair of vertical engines of 16 H.P. * It
carried eight passengers and 1,496 lbs. of
ballast and two sacks of coke. This
vehicle ran all her trials in the most satis-
factory manner, maintaining a fairly uni-
form speed, even on the gradients, of about
5^ to 6 miles per hour. No difficulty of
any kind was experienced. It was stopped
on the steep gradients and started again
quite easily, and was at all times fully
under control. Omnibuses of this type
have been running between Colombes
and Courbevoie, two suburbs of Paris, for some months past,
and have, we understand, given great satisfaction. They are
comfortable — at least they accord with the French idea of
comfort, which in matters of travelling is hardly as advanced as
our own. Certainly the Scotte omnibus is a step in advance of
our own London bus. It is equally as ugly, but its great
merit is that it (the Scotte) is not disfigured with advertise-
ments and is not dependent upon horses. A good feature of
the Scotte motor, as also of the De Dion, is the facility with
which the steam pressure can be varied at will. While on the
flat a pressure of about 6 kilogrammes per square centimetre,
or 85 lbs. per square inch, suffices ; this is quickly increased to
twice this on reachiug a gradient. This facility of obtaining
extra power at will is the great secret, in our opinion, of the
success of these motors. On Route C, 66-l kilometres or 40-98
miles, the cousumpt was 539 lbs. of coke and 400 gallons of
water.
No. 2 was a Scotte " tracteur a marchandises," or motor-wagon
hauling a kind of goods truck. On this train were three persons
and 9,240 lb3. of ballast. The routes were traversed without
mishap ; the speed beiug nearly three miles, the performance
was considered remarkably good. No. 3 was a " train Scotte "
or motor-omnibus hauling another omnibus,
the total weight of the two beiug 11,000 lbs.*
This train carried 23 passengers and 2,640 lbs.
of ballast The highest speed attained was
15 miles per hour, and on an incline of 14 per
cent, the speed w<ts 24 miles per hour. The
starting and stopping trials were eminently
satisfactory, the brake power ample, and the
general performance very good. These Scotte
trains have undoubtedly shown that heavy
traction is quite a practical and commercial
possibility even on the worst roads.
No. 4, a steam omnibus, designed and built
by M. Weidknecht, well illustrates what we
have often remarked, that a locomotive engineer
is not necessarily an authority on horseless
vehicles any more than an ordinary van-builder
is. M. Weidknecht as a manufacturer of rail-
way plant no doubt is an authority on railway
matters, but we venture to doubt whether his
ideas us carried out in this vehicle entitle him
to be considered as a motor-car engineer. We
gave the salient features of this vehicle in
our last issue, and the impression that we gained by inspect-
ing it was fully confirmed by its behaviour. On the Hat
this omnibus, which carried nine passengers and one ton of
ballast, could hardly maintain a uniform speed, or perhaps it
would be better to say that a uniform pressure of steam could
not be maintained for any length of time and it fell on mounting
the hills. Whether this was due to insufficient heating surface
or excessive consumption of steam it is impossible to say off
hand. The boiler appeared large enough, but it had to supply
AuTOMeTORJov*NA.
Fio. 2. — Db Diktbicu Motor -Lobby (Plan).
three cylinders. On the two easy routes the performance was
on the whole satisfactory. But Route B, as will be seen, is
calculated to try any horseless vehicle pretty severely, and the
Weidknecht could not surmount the C'6te"de Picardie or the
C6te de Pecq without stopping to breathe and quench an
* In our Ia»t issue, p. 453, an error w.is made in the uuiub.'rinii o:
the Scotte vehieles. The Ollicial No. 1 was placed in our table a*
No. 3 and riee rersd. The correct numbering is that now giTen.— Ko.
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insatiable thirst. While adjourning to a convenient pump at
Port Marly for this purpose the vehicle took charge and brought
up against a house, both being hurt, the motor-car receiving
severe injury to the under-frame, which rendered it necessary
for her to abandon the competition. On a run of 28-35 miles,
the consumpt was 732 lbs. of coke and 314 gallons of water.
No. 6 was the Le Blant brake, a vehicle of which we had
formed a good opinion. A description of it will be found on
pp. 464 and 455. Unfortunately, it broke down badly at the
first attempt and also caught fire. It was withdrawn from this
competition, but from its previous record we think M. Le Blant
will be justified in modifying the design to the extent of making
his vehicle a little more substantial, so as to give it a chance
when tackling those awful Versailles routes.
No. 8 was a lorry by M. Dietrich ; this vehicle is illustrated
in Figs. 1, 2, and 3, which are respectively an elevation,
plan, and rear view. The car is propelled by a petroleum
motor placed underneath the fore part, driving by belting
the rear wheels. It is steered by the fore wheels, all of
which are of the same diameter, viz., 80 cm. = 31'49 inches.
The motor is a two-cylinder horizontal Bollee, working on the
usual Otto, or, to be more correct, Beau de Rochas, cycle. At
660 revs, it gives off 6j H.P. There are two counter-shafts and
the usual differential gearing. The method of transmitting the
Fig. 3. — Dk Dietbich Motor-Lobby (Front View).
motion from the second counter-shaft to the rear wheels is
decidedly novel. On the inner plane of each rear wheel is a
bevelled-toothed wheel into which gears a bevelled pinion
which is driven by bead wheels from the second counter-shaft.
Four speeds are provided, ranging from 2£ to 9$ miles per hour.
The weight carried is from 2,600 lbs. to 3,300 lbs., depending
upon the road. The construction struck us as being very good,
but we do not think the design would stand the test of pro-
longed work. The consumption of naphtha or gasoline is about
1£ pints per mile. The tanks will hold sufficient water and oil
for a run of 60 to 60 miles. The dimensions of this lorry are
107 feet by 48 feet by 3 feet high, and its price is £240.
From its performance this lorry seems to be a practical machine
in spite of its peculiarities in design. It ran the trials well and
gave satisfaction. It covered 40'98 miles in 10 hours, and the
consumpt was 35-2 pints of oil.
The Panhard omnibus, No. 10, 12 H.P. Phoenix Motor
(Improved Daimler), completed the trials very successfully. It
carried 10 passengers and 660 lbs. of other weight On the
level it did all that could be desired, being fairly fast without
any unpleasant smell or vibration. In climbing the hills the
low-speed gearing has to be used, and the speed of course falls
off very considerably — as low as three miles per hour, although
the former speed was from eight to nine miles. While doing the
distance (Route A^, 266 miles, the consumpt was 39 pints of
gasoline and 181 pinto of water, and 26 pinto of lubricating oU.
We cannot but think that had the motor been more powerful it
would have been an advantage in every way.
No. 13 was the De Dion et Bouton tractor, and No. 14 the
De Dion et Bouton omnibus. These are illustrated in Figs. 4
and 5. In Figs. 6 and 7 we give two line drawings showing the
arrangement of the motor mechanism in the omnibus. It will
be seen that there is a pair of compound engines, CC, driving
the shafting, H, on which are mounted the pinion D gearing,
with G on the second-motion shaft which turns shaft E, on this
latter is mounted the differential gear ; for further description
see pp. 456 (ante). Both vehicles performed admirably ; they
maintained a fairly uniform speed ; even on the steepest
gradients they were easily controlled, and starting and stopping
on a hill was equally easy. In short, whether for passenger or
goods traffic, it would be hard to improve upon these vehicles,
although, as we remarked before, we cannot approve of giving
such powerful motors wooden wheels, and we fancy that on
prolonged service our criticism would be justified.
On a run of 25'6 miles the De Dion omnibus averaged
7-4 miles per hour, including stoppages, the consumpt being
220 lbs. of coke and 400 gallons of water. The De Dion Tractor
consumed on a run of 24'6 miles 191 lbs. coke.
The char-a-banc of the Maison Parisienne, No. 15, of 9 H.P.,
Benz motor, carried 12 passengers and 790 lbs. of other weight.
It was, however, unable to negotiate the steeper hills, and got
stuck on the COte de Picardie (tee profile of gradient, Route B,
p. 467), and had to unload before it could proceed. This
occurred on the first day, and the judges ruled it out of the
competition. It ran on succeeding days, but with less than half
its former load.
These trials have been very closely watched by a good many
others' than those actually present at them, and they seem to
have demonstrated two things : first, that heavy mechanical
traction on even bad roads is perfectly feasible, and can be
carried on on commercial lines ; secondly, that steam is the
better motive power. As regards the first, it may be said that
the experience gained by the English pioneers in automobolism
had already proved this proposition. That is no doubt correct,
but the experiment is none the less valuable on that account, as
it showed what economy in weight and space has been effected
since Hancock's time by the employment of much higher steam
pressure and motors having a high piston speed. Comparing,
say, the " De Dion " and " Scotte " motor-cars with those of
Gurney, Hancock, and other pioneers, the difference is not so
very marked, and may be said to consist in the higher steam
pressure now used. So long ago as 1802 Trevethick used
60 lbs. per square inch and got a speed of 10 miles an hour. In
the French steam motor-vans the pressure is a little more than
three times this, or 14 kilos, per square cm. = 198 lbs. per square.
So long ago as 1830, a Select Committee of the House of Commons
had reported that carriages conveying 14 persons and upwards,
and not weighing more than three tons, can be propelled on
common roads at a speed of 10 miles an hour, and we are not
aware that the Versailles trials have improved very much upon
this, excepting, of course, in the directions stated. Indeed, as
Sir David Salomons pointed out at the Society of Arte, the
steam coaches of Hancock and of many former designers could
be run to-day with perfect success, and they would not be so
very obsolete after all. It must not be supposed that we wish
to discount in any way these heavy motor trials that have been
held in France ; at the same time we would rematk that the
results attained with the steam motors were, after all, merely
corroborative. Thus the " Scotte " omnibus weighs light —
7,700 lbs. ; it can carry 14 persons = say, 1,500 lbs. and
660 lbs. goods at a speed of 6* to 9^ miles on a consumpt of
13 lbs. of coke per mile, and assuming that the motor was giving
off 16 B.H.P., the consumpt is 4 lbs. of coke per RH.P. per
hour — not a very remarkable performance, and one which has
been equalled, if not excelled, by James, Gurney, and Hancock
in their motors. Similarly, the De Dion motor-car does not call
for extravagant commendation. Weighing about 4,400 lba, it
will carry 2,560 lbs. of goods or passengers, it will maintain a
speed of 8J miles per hour over a difficult road. To do this
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requires a 30 B.H.P. engine, the consumpt was 8 lbs. of coke
per mile or 2 lbs. per B.H.P. This, of course, is a good
performance.
For hauling heavier loads it has been found convenient to
those who are projecting the matter will not think it necessary
to go abroad for their plant. Excellent as are the De Dion
and Scotte tractors they present no novel or intricate details
of construction, and similar tractors could be easily constructed
Fig. 4.— Db Diok et Bouton Stbam Tbaotob.
employ a motor-car and a trailer, and it would seem that heavy
goods can be very economically transported in this way so long
as the speed is low. Judging from these trials we see no reason
why those who are desirous of establishing a line of motor-vans
by any engineering firm that possessed a reasonable amount of
intelligence. Passing on to the oil motors, we need but remark
that for vehicles ranging from the tricycle to the light omnibus
and parcels vans oil motors may be usefully employed, but for
Fig. 5.— Db Dion bt Boctoh Stbam Omnibus.
between Liverpool and Manchester should not carry out their
ideas without further delay. The roads between these two
places are excellent and present none of the difficulties that
characterised the Versailles routes. We trust, however, that
vehicles intended to carry more than one ton they are distinctly
unsuitable, at least in their present form. The great difficulty
seems to be that as the power increases the weight increases in
an increasing ratio, or, to use the language of mathematics, the
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weight does not follow a straight line law. In the matter of
endurance it is difficult to express any opinion. . In these trials
there were not wanting signs by which it could be seen that
most of the motors were being severely stressed. In our last
month's issue we alluded to the strains produced on the wooden
wheels. It is only right to say that in actual practice roads
such as those around Versailles are the exception, and hence it
is not altogether fair to regard them as typical. Finally another
lesson taught by these trials is that the drivers in charge must
INSTITUTE OF BRITISH CARRIAGE
MANUFACTURERS.
Thb Tenth Annual Autumn Conference of the above Incor-
porated Society was held at Southampton, on the 7th instant,
under the presidency of Mr. Alexander Heudersou, of Glasgow.
In the course of his opening address the President said : —
" The position you have placed me in is a very onerous
Fios. 6 and 7. — Motoe Mkchanism, Db Dion bt Bouton Omnibus.
be skilled men— not necessarily mechanics, but with sufficient
notes to pack a gland, humour a feed-pump, and the like. A
steam motor for road traction is after all but a modified loco-
motive and needs constant attention. Much of the success of
the French trials was due to the watchfulness and technical
knowledge of the drivel's. On the whole the trials were a
brilliant success, and all the arrangements were admirably
carried out. We only hope that the British Automobile Club
will before long furnish us with something equally instructive.
one. However, having put my hand to the plough, I will
strive to do my duty to the/ best of my ability in guiding
the Councils of the Institute. I feel that the higher aims
of our Institute can only be promoted by all of us becoming
more closely and sympathetically bound in mutual intercourse,
and by our working together as one body for a common
cause, viz. : — ' Carriage-building as a fine art and cultured
profession,' and I shall, indeed, feel gratified if I can be
the means of fostering such intercourse, and establishing a
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513
feeling of one interest and one cause among us. I would direct
your attention for a few moments to one feature of our Queen's
reign which is conspicuous to us all, and which has become an
important factor in our daily lives ; I allude to the great
facilities for travel, due to the progress and improvement in
locomotion of all kinds since the accession of Her Majesty.
When Her Majesty succeeded her uncle, George Stephenson's
immortal adaptation of steam to locomotion had been tentatively
and successfully tried on various lines. Soon the capabilities
and paramount advantages of the railway system burst upon
the public, which, added to the ingrained desire of man to make
money fast, speedily culminated in the great railway mania.
Again, the rapid growth of London and our larger cities had
stimulated the employment of street omnibuses, which appeared
in great numbers, forming the basis of large companies and
great proprietorships. Hansom's patent safety cab also came to
stay, and, from its popularity, speedily became known as the
hansom cab of the present day. By these means — suburban
and underground railways, penny steamboats, and the omni-
present flitting .cycle— our urban populations have such ready
and cheap faculties as our forefathers never dreamt of.
" The question of technical education is, at the present time,
receiving the careful attention of the Institute, for all interested
in this most important subject feel that something must be done
if we are to keep pace with our neighbours. I would suggest
that we should, when taking on- employing— apprentices, mnd
them to attend technical classes, when Euch are available. It is,
I say, the rising generation that is to stimulate us in our craft,
and it behoves us to dower them with a sound technical, as well
as a good general, education, if the carriage industry is to be
one of prosperity and increase. Art and science must both be
studied ana introduced into our work, and by these factors we
will produce more economically, more expeditiously, and more
artistically, and will be enabled to compete with greater success
in the open markets of the world. I wish very ' strongly to
draw your attention to the scheme for higher education of
coachbuilders, and commend to your serious consideration the
letter which the Council has issued upon this subject The
Council hopes to receive sound, good, and valuable information
by this means, that will enable them to be in a position to
know if the establishment of a technical school for higher
education will be taken advantage of. It will be a very great
pity indeed if the facilities that have been offered to us by the
London County Council and various other public bodies are not
appreciated and profited from. The Coachmaker's Company,
the London Chamber of Commerce, and the City and Guilds of
London Institute, are all ready to co-operate with us.
" With regard to the motor-car, I suppose I am expected to
say a few words, but to all those who nave heard or read the
former President's remarks, it will be apparent that little
remains, from a coachbuilder's point, to be said. Mr. Jacobs
referred to a friendly contest, or rather association, with
autocars, and I beg to confirm his opinion. We, as coach-
builders, should, in the first place, be prepared to build a
carriage for any motor that may be introduced. In the mean-
time, we build carriages for the horse as motor, and are required
to produce vehicles for any sized pony or horse, from the
10 hands pony to the 17 hands horse ; and I am very strongly
of opinion that we cannot very well curtail our present position
by giving way to any other special motor that may from time
to time be introduced to us. We know that the motor carriage
has been tried and experimented with on many occasions, but
on every one of the many varieties some objectionable feature
has been fouud fatal to its success and adoption as a vehicle for
private use. Possibly, in course of time these defects may be
removed, and a perfect and satisfactory motor result. I have
no doubt but many clever mechanists are eagerly studying and
striving to effect this, yet, however perfect the motor may
eventually become, in my opinion, most people will still prefer,
for private use, the life-like, animated appearance of well-
appointed horse traction, to any dead mechanism, however
smoothly it glides along. We should remain neutral, and be in
a position to supply carriages for any motor that is iutiodueed
or required by a customer."
DOINGS OF PUBLIC COMPANIES.
The Epstein Electric Accumulator Company.
TTndeh the winding-up of this Company the statutory meetings
of creditors and contributories were held on the 10th instant, at tho
Board of Trade offices, Lincoln's Inn, and the Chairman reported
that the Company was registered on July 31st, 1891, with a capital
of £101,000, divided into 100,000 ordinary and 1,000 founders'
shares of £1 each. The ordinary shares carried a preferential non-
cumulative dividend of 15 per cent, per annum, and the holders
of the founders' shares were to receive half of any profits after
payment of such dividend. The Company was formed to acquire
certain patents and patent rights relating to inventions and improve-
ments for the manufacture and use of storage batteries, and to carry
on the business of electrical engineers, the purchase price being
fixed at £71,000. For some time Mr. Epstein acted as managing
director, but latterly he was appointed consulting engineer, with
a remuneration of £400 a year and £25 per annum for each 1 per
cent, paid in dividend to the shareholders. The Company appeared
to have been in want of funds throughout, and in March, 1893,
debentures to the amount of £6,000 were issued to Woodhouse
and Rawson United (Limited). In April, 189 1, an arrangement
was made whereby £12,000 second debentures were created, and
a sum of £1,000 paid to the liquidator of Woodhouse and Rawson
(Limited), the latter relieving the Company of its indebtedness to
the extent of £13,000. The accounts which had been furnished
showed liabilities £25,973, of which £18,826 were expected to rank,
and assets (absorbed by claims of debenture-holders) £6,520. As
regarded contributories, a deficiency of £90,153 was disclosed.
Sir C. W. F. Crawford and Mr. Epstein, directors, expressed their
conviction that the patents were still veir valuable, and the pro-
ceedings resulted in the appointment of Mr. Northby (the Secretary
of the Company) as liquidator.
New Companies Registered.
[Under this heading we give a full list of new Companies regis-
tered which take power to make, deal, or become interested in
any manner in automotor vehicles. We shall be pleased to
reply with detailed particulars to inquiries through the
" Answers to Correspondents " column. All communications
should be addressed to the Editor. Tho only stipulation
which we make is that where the inquiry involves a search
of tho records at Somerset House — as in the case of informa-
tion on the subject of the holdings of shareholders — a postal
order must be enclosed to cover the Government stamp of one
shilling which is charged before a search is allowed to be made.]
Capital.
Accessories Co., Ld. . . . . . . . . . . . . £5,000
Acetyltne Gaslight Power and Calcium Carbide Co., Ld. .. 80,000
Amalgamated Pneumatic Tyre Companies, Ld. . . . . 1,000,000
Automobile Club of Great Britain, Ld. (30, Moorgate St.,
E.C.) 100
Billnas Bruk, Ld 93,000
Blackpool Motor-Car Co., Ld. (The Kiosk, Talbot Square,
Blackpool) 25,000
Carmont's Noiseless Shielded Rubber Tyre Co., Ld. .. 10,000
Creanche Automobile and Cyclo Syndicate Ld. (75, Queen
Victoria St., E.C.) . . . . " 4,000
Earle, Bourne, and Co., Ld. (Heath St., Birmingham) .. 100,000
Electric Extension Co., Ld 50,000
Elieson Lamina Accumulator Co., Ld. . . . . . . 65,000
G. C. Allen, Ld. (Birmingham) 8,000
Industries and Inventions, Ld. (Liverpool) . . . . . . 50,000
James Keeves and Sons, Ld. (Boundary St., Shorediteh) . . 50,000
Johnson's Supplementary Steam Generator Co., Ld. . . 24,000
Lozier-Brigham, Ld. . . . . . . . . . . . , 50,000
North Worcestershire Cycle and Carriage Co., Ld. (The
Works, Forgo Lane, Halesowen, Worcestershire) . . 25,000
Quick Detachment Hub Co., Ld. (Leeds) 100,000
Wellington Works Co., Ld. (120, New Canal St., Bir-
mingham) 25,000
Westminster Cycle Works, Ld. (Doris Yard, Djris S!.,
Kennington) 20,000
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TttE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL [Sbptembeb,i897;
The Motor Development Corporation (Limited), of Tower Works,
St. George's Square, Regent's Park, N.Wi, have secured the rights
and obtained the services of Mr. F. F. Wellington and staff of the
Indestructible Ignition Tube Syndicate (Limited) (now in liquida-
tion), and is prepared to supply the Syndicate's customers with all
goods as heretofore. We are informed that upwards of 9,000 o2
these ignition tubjs have been sold.
Automobile Club of Great Britain. — A Company was regis-
tered under this title, No. 53,762, on August 16th, by Messrs.
Lumley and Luniley, 37, Conduit Street, VV., without articles of
association, with a nominal capital of £100, in shares of £1 each.
The Company is formed to establish and cany on a club, or clubs, in
Great Britain, or other business calculated to directly or indirectly
enhance the value of the Company's businesses, rights, or property ;
to sell the undertaking and property of the Company for such con-
sideration as the directors may think fit ; in particular for stocks,
shares, debentures, or securities of any other Company having
objects altogether or in part similar to this Company; to form
any other Compauy for the purpose of acquiring all or any of the
property and liabilities of this Company. The offices of the Company
are 30, Moorgate Streot, E.C
Motor and Cycle Company of Ireland (Limited).
O.v August 24th tout, the directors and shareholder* of the Motor and Cycle
Company of Ireland (Limited) held an extraordinary general meeting at "the
offices, 10, Leftist er Street, Dublin, for the purpose of considering and, if
thought fit, passing the following resolution :— "That, the Company be wound
up voluntarily, and that Hobert Gardner, Esq., be and is hereby appointed
liquidator for the purpose of winding up."
The notice convening the meeting added that if the resolution were approved
of it would be submitted for confirmation to a general meeting to be held at a
future date.
The Right Hon. Alderman Meade preside;!.
The other directors present were- Kight Hon. T. A. Dickson, Sir Howard
Grubb, Mr. J. M. Inglis, with Mr. V. B. Dillon, solicitor to the Company.
Mr. R. M. Martin, the Secretary, read the notice convening the meeting.
The Chairman said :— Ladies and gentlemen, this is the first opportunity we
have had of meeting those who were induced to apply for shares in the Motor-
Cycle Company of Ireland. Before consenting to join the Company I bad made
inquiries as to the value of the Pennington motor, both as to its economical
production, facility of working, and simplicity in action ; and having inspected
works at Coventry and also at Preston I was and am of opinion that it is the
best motor in the market. I was also Informed that large sums had been paid
to Mr. Pennington for his patent right* in England, and on the whole 1 came
to the conclusion that the securing for this country of the patent rights
and the erection of a manufactory for the production In this city would
be a desirable thing; that it would give considerable employment, and after
a short time would be remunerative to the shareholders. The board was
consequently formed, each member forming his own opinion, and not being
intUieuced by any other. In making arrangements with Messrs. Pennington
and Baiues— Mr. fiaiues was joined in the scheme with Mr. Peuniugtou— your
directors made every arrangement for the safeguarding of the interests of the
alia eholders (hat they possibly could. It was stipulated that all the promotion
money, advertising, and cost of registration— in fact, expenditure of any kind
—should be borne and paid for by the promoters up to and including the
allotment. It was also agreed that Mr. Pennington should act as managing
director for three years*, and it was arranged that he should reside here. It
was also arranged that Mr. Peuniugtou and the Pennington Motor Foreign
Patent Syndicate should be paid in shares. On considering the amount it
would be necessary to have in hand to build the factory and works, and equip
them with the liest machinery and plant, and have a sufficient sum for stock
and opening business, £jn,uuo was considered adequate ; and on April 7th we
obtained a guarantee from Pennington and Baiues undertaking to pay such
a sum as would be required, in addition to the value of the shaies appfied for
by the public, to make up the £5utn00. Messrs. Pennington and Baiues a'so
handed us a written order from Mr, H. Lawson, of the British Motor Syndicate
Company, for 5ou motors at £Uo each, and 500 motors at £110 each ; thus for
the 1,000 motors, about £130,000. We then Issued the prospectus to the public,
and as the result, 40,7"4 shares were allotted. Mr. Pennington had bought
for the manufactory, tools and appliances in America, for which he paid
lu.oOO dollars. These, he informed us. he would have forwarded here as part
payment of his first call on the t>,2Utl shares. We then went Into the question
of sites for the works, and. after exhaustive inquiries, selected one containing
IV acres of ground, facing Loudon Bridge Road ami the River Dodder, in the
Pembroke Township, at a rent of £3uo a year. As we were anxious to begin
manufacturing at the earliest possible moment, we also made arrangement* for
the use of temporary works in which we could place the machines bought by
Mr. Pennington, and we hoped that by this date we would have had motors
completed and at work in the city. We had no reason to doubt this, as Mr.
Pennington had attended all the board meetings, had inspected the sites
offered, had acquiesced in the selection made, had given instructions for
the plans of the new factory, had directed the alterations made at the
temporary works, and had assured the hoard that he would have motors ready
for work in 30 days after he could start at the temporary works. On May 22ml,
for the til -t time, Mr. Pennington informed me that some difference had arisen
between him and Messrs. Kuckcr and Lawson, to whom he had sold his patent
rghts, about the patents, and that his lawyers had the matter In band. We
have an agreement from the Pcmihigtou Foreign Motor Syndicate Company
with an influential l>oard, Sir Theodore Fry being chairman", to convey to us a
license for Ireland of the patent rights uiider the two leading patents on or
before June :ioih ; and as it was about their patents that the difficulties arose,
1 did not think but that the Company would have the licenses perfected in
time. However, at a meeting of your board on June 1 a letter was read from
Mr. Pennington stating that it would take some time to arrange the patent
auestion, and tliat he had' gone to America on private business, but would in
ve weeks' time he able to say when be would return. Needless to state your
board was astonished at this communication, for at the time we had the plans
nearly completed for the new factory, and were trying to arrange with the tenant
in occupation of the ground at Sandymouut for immediate possession. We held
subsequently several meetings, at which Mr. Baiues, and sometimes Mr. Carse,
attended on Mr. Pennington's part, but ultimately they hail to acknowledge
that in the absence of Mr. Pennington they could not arrange matters. As up
to this time the machinery had not been delivered, we pressed Mr. Balnes for
the payment of the .£5,810 calls due on the 9,:rtW shares applied for by him aud
Mr. Pennington, but he did not lodge the money, and as we were always
anxious that this matter should go through we consented to a delay for some
time to give Mr. Baiues an opportunity of going to America for Mr. Pen-
nington, in consideration of which he (Mr. Balnes) gave us an undertaking. In
case the Compauy should be wound up voluntarily* that he would pay any
liabilities the Company had incurred, so that the money could be returned to
the shareholders in full. He went to the States and returned with Mr. Peu-
niugtou. We had an Interview with Mr. Pennington on the 6th Inst., went
through the whole matter with him, asked him was he then ready to pay In the
£9,29), to hand us the license from the Pennington Motor Syndicate, and also
the licenses from himself. He told us that he and Balnes were equal partners,
that he liad his half of the £9,000 ready, but that he should see Baiues about the
other lialf, aud tliat he thought there* could be no difficulty about the patents.
He asked us for another week to see Gaines ami arrange. We consented to this
delay, and got an undertaking from him to pay the liabilities of the Company.
We met again on the 12th Inst., and as we had not had a satisfactory reply from
Pennington we resolved to call you together. We have not lost faith in the
future of the motor-cycle, which we feet will be successful, but we cannot
recommend you to undertake the necessary expenditure required in building;
and equipping a factory and works for the manufacture of the Pennington
cycle, under the conditions which now obtain. As regards the sums paid in
by shareholders, the total amount lodged in the Hibernian Bank was £26,0til,
of which we have on deposit £21, .500; to credit of current account-, £1,459;
and we have paid for office furniture, for a safe and sundries, £lu2; making
in all £2*5,061. I have now, ladies and gentlemen, to move, which I do with
very great regret, "That the Company be wound up voluntarily, and that
Robert Gardner, of 40 aud 41, l)ame Street, be and Is hereby appointed
liquidator for the purposes of winding up."
Mr. J. Malcolm Isqlis, J. P., In seconding the resolution, said under the
circumstances he thought the best thing they could do was to wind up the
Company.
Mr. Robert Duff rose to move that the meeting be adjourned for a fori night
to enable them to inquire into the modus operandi in which the directors had
conducted the business and whether Mr. Pennington was clever enough to
put his finger in the directors' eyes, lie (Mr. Duff) held over £l,o00 worth of
shares, and he. submit ted that the shareholders hail a right to a fuller explanation
than tliat vouchsafed by the chairman. He knew perfectly well that it was a
Yankee dodge. (Hear, hear.) He wanted to know who was to pay the liqui-
dator? Was It the shareholders? Bid the chairman know anything at all
about Mr. Robert Gardner, or how long It took to wind up a company and the
expense of it? It was nothing less than culpable that information had been
withheld from the shareholders—they had heard nothing. There had been
in spited paragraphs in the papers with reference to the Company, and to
Mr. Pennington living at the rate of a thousand pounds for a couple of months,
aud all this higb-fallutiu talk. What was the result? Put your hands tu your
pockets and pay for it. What guarantee had they for Mr. Veunington that he
would pay up ? Had they any ?
Mr. Duff, who then explained that he was acting as chairman of the Share-
holders' Protection Association, submitted to the chairman a copy of a series of
questions he had prepared on behalf of the association, and asked was
Mr. Pennington at that meeting?
The Chairman : He is not.
Mr. 1>ufk thought it would be better to form a sliareholders' committee to
liquidate and save the Company as much expense as possible, and finished
by moving the adjournment of' the meeting for a fortnight in order that a
committee of shareholders should inquire into the affairs of the Company.
Replying to questions, the Chairman said there was a provisional agreement
with the Company to take the Pembroke Township site for 56 years at £500 per
annum and exjMMid £2,ooo on the buildings.
Mr. Thompson (Longford) said he did not think it would be desirable In the
interests of the shareholders to either adjourn that meeting or postponecarrying
out the recommendations of the chairmau. There was no use In dragging the
thing on. Their interests would be the worse off the longer they postponed the
matter.
The amendment was not seconded.
The Chairman said there was nothing further from the wishes or desires of
the directors than to withhold the slightest information from the shareholders.
It came on the directors themselves like a bolt from the blue when they
f;ot Mr. Pennington's letter in June. Up to that Mr. Peiiningtou showed
u in self to be a man of large and undoubted means— he had a large sum to his
credit in one of the leading banks in Dublin, and it was only before leaving
Dublin that he withdrew that sum. They believed the guarantee of these two
gentlemen to be good, and they could not say more. Lp to the present moment
they had expended £102, and that was for 'the office and safe. The directors
would be very glad Indeed if the shareholders named two or three gentlemen to
act with the board hi getting the Company wound up most economically.
(Hear, hear.) As to the cost of liquidation no one could do it so cheaply as.
Mr. Gardner, because he liad all the documents in connection with the Company
in his possession. He thanked the gentlemen who had spoken so well of the
directors. They formed the best opinion and made the best bargain they could.
The expenses that had to be met by Mr. Pennington and the promoters came
roughly to between £9,0u0 and £10,000; the shareholders had not to pay
one shilling of it, and any liabilities there were would be in connection with the
field. The other liabilities were infinitesimal. He thought the amount of
interest on the deposit account would cover everything, except what there
might be for that field, and he (the chairman), knowing the neighbourhood of
Sandymouut so well, thought there was very little liability in tliat. (Applause.)
They had done all they could, they had got a guarantee 'from Mr. Baiues, who
whs* a man that made In the last three or four years £30,000 In England, and
Mr- Pennington was a man of means if they get hold of it. (Laughter.) He
would a«k them to adopt the resolution he had proposed. You will get the first
payment in a month. We want the thing wound up. We feel that we have
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515
been " had." We feel very bitterly the position we have to occupy here before
you to-day. Some of us thought* we knaw something about business, and that
we were not so easily taken in as unfortunately we have been in this transac-
tion. I need not tall you it is not a pleasant position for us t ) stand in now.
Mr. Kinsklla. asked how Mr. Gardner came to have the documents in
reference to the Company?
The Chairman : He has got the shareholders* lists and everything, because
Mr. Gardner was retained by Mr. Pennin it >n and paid by him.
Mr. Gardxkk: No, unfortunately. (Laughter.) It was only a promise.
(Laughter.)
The Chairman*: Mr. Gardner was retained by Mr. Pennington and told he
would be paid. Unfortunately, he says, he Is not paid. He lias all tbe books,
the register of shareholder*, and everything else, and. for all that, we have
not to pay a penny, and we have the advantage and use of them. This is the
reason I say no one can liquidate the Company so economically as Mr. Gardner,
and, in addition to that, you have the amount of his remuneration in your own
hands.
The resolution was put and carried, with one dissentient.
The Chairman then proposed, and it was resolved, that a committes he
appointed, consisting of the following shareholders: — Mr. William Fry, Mr.
Coleman, Sir Percy Grace, Mr. Ledwicli, Mr. Thompson, and Mr. Kinseila, ta
act with two dire tors in the winding up of the Company.
The proceedings then concluded.
CORRESPONDENCE.
Electric Traction in Spain. — Although some of the Liverpool
City fathers seem to think it necessary to engage an American
traction engineer to lay and work soma four miles of track,
other, and possibly more enlightened, municipal authorities
think, and rightly so, that British engineers can do all that
American or other engineers can. We are glad to note that
Messrs. Dick, Kerr, and Co. (Limited), have just contracted
with the municipalities of Madrid and Barcelona to build and
equip most extensive electric tramways for those cities. The
contract runs into something like £160, (XX), and is said to be
the biggest tramway contract ever yet made. We may be
sure that before placing it the Spanish authorities satisfied
themselves that the firm iu question was quite competent to
carry it through, both from the technical and commercial points
of view.
British Industries and Foreign Competition. — It is rumoured
that the London and North- Western Railway Company is in
treaty for the delivery of 100,000 tons of steel rails from the
United States, and, considering the low prices and cheap freights
that rule at present, there appears to be nothing improbable,
though there is a great deal that is disquieting, in this report.
Our manufacturers have lost the large rail contracts for Canadian
main railways, in which we appeared to possess a prescriptive
right ; and recently au order for 4,000 tons for this country,
required by Mr. R. W. Blackwell, of 3S), Victoria Street, was
secured by an American firm by the right of price and prompt-
ness of delivery, the quality, of course, being secured by a rigid
specification. Only a short time since another order for rails
for an English line was also lost by our manufacturers, not to
the United States, but to Germany ; in this case, however, the
rail-makers had to lower their price mora than 20». a ton to
secure the contract ; here price and promptness of delivery
placed our manufacturers out of competition. But it is not only
in rails that the war of competition— which, from a pessimistic
point of view, may gradually develop into a war of extermina-
tion— is now raging. We appear to be growing (says Engineering)
more and more dependent on American machine tool-makers ;
indeed, it is not an exaggeration to say that during the now
vanishing period of depression in the United States many once
prosperous engineers' works must have been closed bat for the
never-failing support from Europe. We are dependent on the
United States to build the elevators for the Central London
Railway, and we have to look to the other side of the Atlantic
for the electrical plant with which the traffic is to be worked.
It is notorious that we are unable properly to equip an
electrically- worked tramway, and that until our manufacturers
take the trouble to learn how, the large and increasing contracts
for this new industry must be taken oy Americans. Now that
so many employers of labour are suffering from enforced idleness
by a ruinous strike, they may find time to learn why we, who
still blindly call ourselves the leading industrial nation of the
world, are content to close our eyes to what is going on around
us, and to realise our dangers before it is too late to recover, at
least to some extent, the undoubted pre-eminence we once
enjoyed.
*.* We do nit hold, ourselves responsible for opinion* expressed by
our Correspondent*.
%• The name and address of th? wirittr {not necessarily for publica-
tion) MUST »'» all cases accompany letters intended for insertion
or containing queries.
THE RULE OF THE ROAD.
To the Editor of The Automotor and Horsbless Vehicle
Journal.
Sir, — In September last I wrote a letter to the Time*
regarding the " Rules of the Road," and I venture now to
address you on the same subject.
I never "sx>rch" or "boast," nevertheless, when I am on
my bicycle I find pedestrians my bttes noire*, for whether
passing them or overtaking them there is a doubt to the last
moment as to which side of the road they will take. This is all'
owing to uncertainty regarding " rules of the road." Pedestrian
meeting pedestrian is, I believe, expected to keep to the right,
but this rule cannot be general, for I have seen in Loudon a
notice in one place for pedestrians to keep to the right, and in
another they were asked to keep to the left. At all events
there is absolutely no rule whatever between pedestrians and
riders, consequently when a man walking meets another riding
neither of them know what to do. When the " rules of the
road " were originated there may have been very good reasons
requiring pedestrians to keep to the right and riders to the
left, but it does not matter one brass farthing now how wise
these riders were in antediluvian days.
What has to be considered is the present time, when vehicles
have increased tenfold, or more correctly, perhaps, one hundred-
fold, to what they were 50 years ago. It will be admitted
as an axiom by everyone that it is easier to learn and retain
in memory one "rule of the road" than two. Why, therefore,
cannot one " rule of the road " be adopted for all \ It would, I
am sure, save many a coroner's inquest if one rule were adopted
and instilled into the rising generation.
I was glad to sec that Mr. A. R. Sennett in his interesting
work, " Carriages Without Horses Shall Go," advocates oue
rule for all. As he is a distinguished civil engineer, and is on
the Council of the Self-PropeHed Traffic Association, no doubt
his suggestion will carry weight, but when any evil has to be
corrected or any arrangement adopted for benefiting the public,
we Britons instinctively look to the Press to carry it out ; there-
fore, if you, Sir, will take up the cudgels and insist on Couuty
Councils and others in authority adopting oue " rule of the
road " for all, with the circulation The Automotor and
Horseless Vehicle Journal has, success must follow.- Yours
faithfully, J. R. Maqrath {Colonel).
[We think that the rule of the road for all pedestrians and
riders should be the same as the rule of the road at sea, that
is :— " When meeting end ou, or nearly eud on, so as to involve
risk of collision, each should direct their course to (the right)
starboard." We are glad to see that the London Countv
Council is trying to enforce this rule at the Blackwall Tunnel.
—Ed.]
Re THE BRITISH MOTOR SYNDICATE (LIMITED).
To the Editor of The Automotor and Horseless Vehicle
Journal.
Dear Siu, — I think it only courtesy to inform you that the
shareholders I acted for in the .above matter did not see their
way clear to join the suggested combination (which I under-
stand is now actively proceeding), but preferred to accept the
Company's offer to take over half of their holding immediately
at £2 10*. per share with an undertaking to take the balance in
three mouths' time at £2 15*. per share.
Fortunately this arraugemeut was legally carried out, as-
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [September, 1897.
although the first half was taken up at the smaller figure it
required an enormous amount of leverage to induce the Com-
pany to take the remainder at the higher price, and it was
actually not until proceedings were taken in some of the cases
to compel them that the matters were settled.
Meantime I am sure my clients (one of whom you will be
interested to Irani is a school teacher, whose practically entire
savings of a lifetime were represented in this, his first invest-
ment in stocks or shares) will be grateful to you for your
crusade in the matter, as it is probably owing to that that they
have been enabled to substantially minimise their loss. The
shares I understand at the present moment stand considerably
lower on the market. — Yours faithfully, Edwin E. Clark.
61, King William Street, Loudon, E.C.
COUPLED WHEELS FOR ROAD ENGINES.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — I should be glad if you could give an opinion in your
next issue on the following points in reference to the use of
coupled driving wheels for read locomotion :—
(1) Would the coupling of two pairs of driving wheels (some-
what as in a locomotive) interfere seriously with the steering of
a road vehicle owing to the axles not being radial I
(2) How far would this depend on the speed of the vehicle ?
In railway work the rigid wheel base may be considerable,
and might not be objectionable within reduced limits for
ordinary roads. See enclosed rough sketch of arrangement
proposed, the car being long so as to give ample distance
between coupled drivers and steering wheel. It seems to me a
pity that experiments to investigate various points arising from
the new condition? of locomotion have not been projected by
any competent body, makers being afraid apparently to depart
from horse-drawn lines. By throwing the weight of the engine
and a good part of the load on to two pairs of driving wheels
considerable adhesion will be obtained without undue clumsiness
(eg., very bro^d wheels), a matter of some ini]»ortance in view
of the fact that on country roads (for farm work, &c.) a second
laden vehicle will be required to be drawn.
Another field for heavy steam traffic seems to be the provision
of passenger coaches to serve districts not traveled by railways,
and it has occurred to me that much of the clumsy appearance
complained of in steam cars would be relieved by the use of two
axles in close contiguity.
The arrangement suggested would certainly prevent the use
of very large driving wheels without, it is hoped, entailing the
use of castors, which, to judge by this month's illustrations in the
Automotor, find favour with some manufacturers, I supjmse on
the score of strength.
In the sketch 1 have placed the steering wdicels behind, not
only because an obstruction in the road would be less likely to
disconcert the heavily-weighted and less easily twisted driving
wheels, but in order that the driver may be placed in front with
the machinery under his observation. In this connection the
question may be asked : —
(3) Would there be any difficulty in hauling a second vehicle
with this arrangement (rear-steering) I
Apologising for troubling you at such length. — I am, yours
very truly, Loco.
[It would not be practicable to couple the wheels of a road
tractor because ('<) the connection could not be rendered
sufficiently flexible to allow for inequalities in the road ;
(b) because such a vehicle could not be steeled— at any rate
round curves of small radius such as are found when turning a
street comer, and also because, owing to the great adheaion on
common roads, the slipping action of the inner wheels which
tikes place in the case of a locomotive would not occur. In our
opinion a rigid wheel base for road tractors is utterly out of the
question for the foregoing reasons. On a railway the vehicle is
steered by the rails, and such steering or rather guiding can
only be accomplished by using curves of large radius. Even as
it is the arrangement is far from being a mechanically perfect
one. With regard to the suggestion raised by our correspondent
we agree that the subject of road traction might well be
scientifically investigated. There is a deplorable absence of
reliable data. Rear steering would not, we think, be mechani-
cally or theoretically a good arrangement for tractors. Were it
so, we might be sure that Aveling, Burrell, and other makers
would have adopted it. — Ed.]
Sir, — Excuse my adding a supplementary note to my recent
communication. It has occurred to me that in assuming the
two pairs of driving wheels to be coupled together rigidly (as
in a locomotive) I was, perhaps, giving undue importance to
simplicity of construction. Considering that the desirable
arrangement of direct driving is out of the question, it seems
possible that a slight radial play to, say, the rear-drivers, might
be given without undue increase of complication — rear drivers,
as it seems better that the wheels encountering any large
obstruction should be rigid besides being furnished with a
guard. If you could touch on this point in your answer I
should be obliged. — I am, yours very truly, Loco.
P.S. — The arrangement* as you will have noticed, is really
nothing more than a locomotive and truck fused into one.
[We have replied to this in the former letter. — Ed.]
PRESSURE IN GAS AND OIL ENGINES.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — Can you oblige me with the following information, viz.,
What is the pressure in lbs. per square inch that the calcula-
tion of horse- power of a gas or oil engine is calculated by ? I
know this will vary according to mixtures and compression ;
but say about with the best and most perfect mixture with
three and four atmospheric compressions. To make my request
clearer I will put it another way : — What is the average
pressure on a moving piston when an engine is working at
its best '! An answer in your next journal will suffice and
oblige.— Yours truly, Gas.
[Taking a Crossley Otto gas-engine as a typical internal
combustion motor, the mean initial pressure on full load was
in a certain trial 196 lbs. per square inch ; the mean effective
pressure was 68 lbs. per sqnare inch. Taking the Pristman oil-
engine as a typical oil-motor, the mean pressure is about 55 lbs.
per square inch. — Ed.]
THK CHOICE OF A MOTOR-CAB.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir,— I should esteem it a favour if you would kindly answer
me a few questions with a view to guiding me in the selection
of a motor-carriage. I am a country doctor of limited means,
and shall probably remain in that undesirable condition until I
can abolish an expensive stable. I am, therefore, very anxious
indeed to try a motor-can iage. My work averages about
5,000 miles a year, and during four months the roads are
smothered at intervals with broken slag or granite. I want an
inexpensive carriage, to carry two, which will run at an average
of 10 or 12 miles an hour and mount a hill of one in 10 with
tolerable ease, and steeper one at a pinch.
(1.) What carriage do you advise? P'rom inquiries I have
made, already my choice appears to lie between a small Benz
carriage and Bollce tandem (Coventry motette). I should prefer
the former for comfort, inasmuch as one could wrap up in in-
clement weather and also because the tyres are not pneumatic
and will probably stand the stones better, but I am told the
electric ignition is a drawback and the motor is not sufficiently
powerful for my purpose.
(2.) Am I right in choosing the Bollce in preference to the
other on' these grounds alone ? 1 find that the Yorkshire Motor-
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September, 1897.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
H17
Oir Company (Mr. J. E. Tuke) will sell a car on the hire-
purchase system.
(3.) Do you advise me against this ? They want £15 a month
for any carriage. Now this would be a terribly heavy strain
on me, nevertheless I will try it as it promises to repay me well
if I get a carriage. This beiug the case —
(4.) Would you advise me to go in for one of the more
expensive carriages at about £350 while I am at it, or shall I
content myself with a eheajier one until I see what another year
may bring forth '!
(5.) Finally, would you advise me to wait until, say, next
spring before purchasing ?
I appeal to you, Sir, as an honest adviser who will give me a
disinterested and candid opinion, and one which I may take as
being final and which I intend to follow if I am able. Thanking
you m anticipation and as an old subscriber to your paper. —
I beg to remain, yours faithfully, Number One.
P.S. — I enclose my card.
[(1.) To climb 10 per' cent, gradients and over on roads
composed of slag and granite cubes at a fair spaed means the
employment of a powerful and substantial motor with iron
tyres. As you will see, it would be invidious on our part to
recommend any particular motor. Your best plan is to consult
an engineer who makes these matters his business. (2.) The
Boll6e is a reliable motor, but would hardly stand prolonged
wear on a slag and granite road. (3.) We see no reason to
advise you against this course. (4.) Speaking generally, we
should advise you to obtain good professional advice and
purchase a motor-carriage with which the makers will give a
guarantee. No great improvement in light oil motors is to be
anticipated iu the near future. (5.) We see no necessity. — Ed.]
BENZINE.
To the ISIitor of Tub Automotor and Horseless Vehicle
Journal.
Sir, — Will you kindly answer in your next issue of the
Automotor and oblige : —
(1.) Does benzine require heat to vaporise it for use in oil-
engines, or is it sufficient to have, say, two quarts of benzine in
tank without any heat whatever?
(2.) Will a motor-cycle ran (with benzine) without any water
cooling to cylinder, the cylinders are steel tubing J inch thick / —
Yours, &c., * F. C.
[(1.) At ordinary temperatures benzine will slowly eva))orate
if exposed to the air. If in a closed tank partially filled, the
space above the oil will consist of a saturated vapour. For use
in an engine the evaporation must be very rapid and continuous,
therefore great heat is necessary. (2.) Generally it will, pro-
viding the external temperature is low, and that the air is in
motion ; it is, however, bsst to provide radiators. — Ed.]
LONDON ELECTRICAL CAB COMPANY (LIMITED).
To the Editor of The Automotor and Horseless Vehicle
Journal.
Dear Sir, — It may interest your readers to have a few
particulars of the working of the electrical cabs since the
inauguration on August 19th last.
I may say that so far everything has been most successful,
and the fact that the Scotland Yard authorities, after having
refused licenses to several other kinds of motor-carriages, have,
after a severe test, duly licensed the cabs, is in itself a proof of
their efficiency.
A part of the Scotland Yard test is to run each cab up and
down the Savoy Hill, in the Strand, this hill being the steepest
gradient in London.
At different times, and on several occasions, journeys have
been made to and from Hampton Court, Keniptou Park,
Lewisham, Sandown Park, Norwood, Croydon, Crystal Palace,
Crouch End, &c, and the steep hills to bs met with on some of
the roads running to these various places, such as Highgate Hill,
Sydenham Hill, and Richmond Hill, have given no trouble
whatever.
Further, twelve of the cabs have been plying for hire in and
around the City and the West End of London, and the takings
of the cabmen — amounting as they do to about 150 per cent,
more than the takings of an ordinary hansom— show very well
the public favour with which the cabs have been received.
With regard to the " opposition " of the London Cab Trade
Council, which numbers some 50 or 00 members, we liave to
place side by side the fact that the great Cab Drivers' Union of
London, numbering some 10,0.10 members, are distinctly in
favour of the new cab.
Thanking you in advance for the courtesy which admits this
letter to your valuable columns. — Yours faithfully,
Walter C. Berset,
September 11th, 1897. General Manager.
Cabby on Motors. — For good undiluted fine old real-crusted
conservatism you cannot possibly beat a Loudon cabman. And
just as his prototypes of the early days of the century denounced
the locomotive because it would ruin the breed of " 'osses." so
the modern cabby denounces motor-cars, because he by some
process of mental exercise has concluded that the motor-car
will spoil his business. To tell cabby that by lessening the
cost of working a vehicle it will be more used and yield more
profit, is to preach to ears hopelessly closed by preconceived
assertion and unintelligent dogma. Hence it is not surprising
to find the London Cab Trade Council in a recent meeting fully
acting up to their natural instincts. One gentleman is reported
to have said that " at the present moment the price of a cab
had reached the maximum, and it was impossible for cab drivers
to bear any further burden in the shape of enhanced prices, as
would be the case if drivers entered into even the mildest form
of competition for the new cabs." Now, as a matter of ordinary
supply and demand, it would follow that the introduction of
better vehicles would be followed by a reduction in the price
of the hire of the ordinary cab3, and this would be most likely
followed by better profits being earned by cabmen generally,
simply because their prices are fixed by authority and cannot
be altered. Hence the motor-cab is really a friend to the
cabman, but hardly so to the ordinary cab proprietor.
Ultimately the following resolution was passed: — "That this
Council meeting views with disapproval the introduction of
electric cabs on the streets of London, and urges all cab drivers,
iu the interests of the cab industry, to discourage any further
development of public vehicles driven by motive power." We
do not think that this resolution means anything more serious
than the sounding brass and the tinkling cymbals of the
uninstructed. It has pleased these gentlemen to pass it, but
that it will in any way hinder the development of a promising
industry we do uot for one moment believe. There is no doubt a
good deal to be slid from the cabman's point of view against
the introduction of horseless \ eludes, but much more in favour
of the innovation. The new vehicles will require a more careful
and intelligent body of drivers, a thing desirable in itself. At
present the London cabby is not a favourite with the public.
Long association with horses docs not, as a rule, tend to that
suavity of manners so desirable in those who serve the public,
and in this respect it must be confessed that the cabby is
deficient ; whereas under the new system it will be possible
to ensure civility and strictly legal charges. The better
class of cabmen recognise that the new cabs will benefit- them.
Mr. W. Bersey says, in a letter to the Press:— "Wo have
spoken to hundreds of cabmen on the subject, and have always
understood they were most anxious for the change, as it would
shorten their horn's — by saving the time wasted in changing
horses — and also save them the unpleasantness of frequently
having to drive tired and undesirable horses. 1 may add that
we have no intention of charging the drivers more than the
prices they now have to Jiay."
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [s pikmbbb, isd?.
REVIEWS OF BOOKS.
" The Motor-Cycle and Component Parts Official Intelligence."
(London : Effingham Wilson and Co., Royal Exchange.)
Price 5*.
This is a kind of cycle " Burdett," and, looking through
it with some knowledge of the trade, one can gather some
curious and possibly useful information. The particulars are
taken from official sources, and include authorised capital,
shares, purchase money, form of transfer, method of voting,
date of making up accounts, latest price up to time of going to
press, list of directors and officers, address, &c. As we say, this
information is in some cases decidedly curious, and one realises
how tremendously large is the capital sunk in the cycle industry,
although it is disheartening to see how few cycle com-
panies1 shares stand at even par value. It would seem that
directly any intelligent mechanic or clerk who rides a " bike "
to his shop, and discovers that by twisting a bit here and
adding a piece there, or putting in or taking out a screw lie
effects what he calls an " improvement," he forthwith proceeds
to patent his " invention " (tic), and the public gives him any-
thing from £5.001) to £50,000 for it, of which he may possibly
get £500 as his share of the spoil. As for the silly investors,
they deservedly lose by the precious " investment." This book
contains many such instances of cycle companies whose shares
are all but worthless, and whose property in patents is value-
less. While the information given is good so far as it goes,
we would suggest that the public and private addresses of
directors should in all cases be given, together with any other
information, such as their ostensible position, business, &c. As
regards the particular industry which we represent, viz., the
automotor industry, our previous remarks apply, with the
exception that a number of omissions might he pointed out.
At the end of the work is a list of names of dealers, agents,
and manufacturers— a somewhat superfluous addition, and of
little value, as it is not classified. The book is decidedly useful,
notwithstanding its shortcomings. It needs extension.
"The Calculus for Engineers." By Professor Perry, M.E.,
D.Sc, F.R.S., &c. (Edward Arnold, 37, Bedford Street,
London, and 70, Fifth Avenue, New York.)
Professor Perry occupies such a deservedly high place as an
exponent of the science of engineering that a criticism of any
work he may publish is, to all but the most advanced and captious
critics, supererogatory. It is sufficient to say that the work in
question is by one of the half dozen or so realty scientific
engineers that we know of. When we studied the calculus
under the rigorously academic system of Todhunter we often
asked ourselves Cui bono ? In that classical work, which by the
way is by no means superseded by that before us, the student
rarely saw the end of his labours, and although a study of
Todhunter rendered him a good mathematician, it did not give
him much assistance in solving the problems of professional
practice, whether this took the shape of civil, military, marine, or
nautical engineering ; we use the latter term advisedly. There
is hardly any profession involving the use of figures to which a
knowledge of the calculus may not be usefully applied. The
accountant for instance, who analyses balance sheets, is not
usually aware that the calculus would enable him to, in many
cases, greatly facilitate his work. Similarly the navigator
is not aware that he daily employs it Professor Perry
has attacked his subject in a decidedly original and successful
manner. As an instructor in engineering at the Finsbury
Technical College, he has had abundant opportunities of know-
ing the difficulties that students experience when taking up the
calculus for the first time and hence the present work is largely
explanatory and this gives it its great value, which is not
lessened by the colloquial style adopted. Commencing with
graphics the Professor shows how to put such equations as
y = a.i." and y = a sin (bx -\- c) in the form of curves. Professor
Perry attaches very great importance to the employment of
curves as representing the law governing some phenomenon and
we quite agree with his view. Indeed the calculus can hardly
be appreciated without the aid of graphics ; squared paper is as
the Professor points out only sevenpence a quire (our stationer
charges us more). From these introductory exercises we are led
up to a consideration of that rock of offence to so many students
^ ; this is carefully explained as a rate or slope, and it may be
dx
as well to point out that it does not mean -.— -^-', neither does
r d X x
it mean Jxi.
In our author's hands the doctrine of limits is lucidly ex-
plained. In studying, he gives this advice, " Get as little help
from teachers as possible, but help from fellow-students will be
very useful, especially if it leads to wrangling about the subject."
All who have had class or lecture-room experience will recognise
the truth of this. The subjects of slope and speed, acceleration,
and motion generally are ably and interestingly handled, and
many practical examples of the application of this elementary
part of the calculus are given. We notice that the Professor
does all his thinking in ordinary units, such as pounds, feet, and
seconds ; the poundal is an abomination to him as to us. By
easy and pleasant stages we are shown how to differentiate a.r»,
and are then introduced to that terror of our student days,
I.i'».<£f. In the Professor's hands this formidable syniliol
becomes quite harmless and turns out to be nothing more than
a useful little dodge of performing difficult addition. We then
ci:ne to maximi and minima, ana it ii surprising to learn to
how many problems in daily life the calculus cau be usefully
applied. For instance — What is the largest sized box that may
be sent through the Parcels Post ? The regulations merely say
that the length plu» girth must not exceed six feet ; this can, of
course, be solved by a trial and error process of arithmetic, but
it really is an example of maxima and minima, as is the some-
what analogous problem of finding the best conductor for a
given curreut of electricity. The areas of curves and the
application of the calculus to geometry are then dealt with, and
this is succeeded by some useful sections dealing with the
strength of cylinders, beams, bending, girders, &c. In all these
the engineer will find many obscure things elucidated. Chapterll
commences with an exposition of what is known as the Com-
pound Interest Law, which, as the Professor points out, has a
very wide applicat:on throughout Nature. He illustrates it by
the leakage of an electric condenser and the slipping of a belt
on a pulley. Space forbids us to dwell longer on this, to us,
fascinating book. Professor Perry combines what is very
rarely the case, the academic and the practical ; his range of
knowledge is immenss, and there seems to be hardly a problem
in physics that he cannot solve with the aid of the calculus. At
the Biuue time the Professor, with all his learning, is still very
human, and throughout this work there runs a vein of latent
humour which gives it an additional interest. For instance,
what student will not rejoice to be told that "he may skip
judiciously," and that he is to work up no problem in which
he has no professional interest ; and again, " men who think
they know a little about this subject already, will not care to
take the trouble, and if you do not find yourself interested,
[ advise you not to take the trouble either. ' We are pleased
to hear that the Professor has another work in hand dealing
with engineering problems of a higher order than is treated of
in this book. We can only recommend the latter as being not
only a useful tool in the hands of the intelligent engineer, but
also as an elegant mental tonic for ever) one who has a natural
taste for mathematics.
"Cauuier'a Mag-azino."
i
Of the vast number of magazines that are published, few,
, if any, can claim to equal, either in bulk, illustrations, or
intellectual value the marine number of Caller's Magazine.
Magazine ! Why, it is more properly a treatise on Naval Scieuce.
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September isot.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
51!)
brought up to date, and yet uot so scientific but that its con-
tents can be read with advantage by any intelligent person who
takes an interest in marine affairs. In the present number are
17 articles, all the writers of which are acknowledged experts
in their various ways. Sir W. H. White, R.N., F.R.S., our
Chief Constructor, contributes a gracefully-written essay on
specialities of warship desigu. In this he traces the evolution
of our navy, and describes the nature of the problems that the
naval architect has to solve. Not a small part of Sir W. H.
White's literary work has been devoted to correcting popular
errors about our warships. In the House of Commons and on
the Press are numbers of persons who have never designed,
nor could design, anything, and who have never kept a watch
in charge of a vessel. These persons are, therefore, authorities
on naval matters, and it is they who oraculai ly say, " She is too
short," or " too long," or too anything. In the present paper
Sir W. H. White deals with these critics kindly but effectively.
Thus : — " In some quarters, whatever length may be decided on,
it is pronounced to be ' 50 feet too short,' as a rule, without
any investigation of what such an addition would involve.
Where criticisms have been associated with alternative pro-
posals— and such cases are few — it has been the writer's task
to investigate them. In no single case so treated has it appeared
that the proposals made would have given the gains in pro-
pulsion anticipated in association with other supposed advan-
tages. As a rule, the proposals made have been proved to be
incompatible with a due provision of stability." The article
abounds in figures and data which, considering the position of
the writer, may be accepted as official. To all interested in
naval affairs we strongly recommend a perusal of this and the
succeeding article on fast torpedo-boats by Mr. A. F. Yarrow,
the well-known builder, and, let us add, one of the pioneers
of automobilism. This article is also historical and descriptive,
technical enough to supply some useful data, and popular enough
to make interesting reading. The speed and power curve
is distinctly useful. Thus a first-class torpedo-boat requires
about 450 I.H.P. to drive her at 15 knots ; 1,050 to drive her
at 20 ; 2,150 to drive her at 25, and 4,400 to drive her at nearly
30 knots. In other words, to double the speed of 15 knots
requires roughly 10 times the power.
The " Problem of Steamship Design" has occupied the pen of
Mr.1?!. H. West, M.I.N. A., of Liverpool, a well-known naval
architect who is the designer of the new Isle of Man steamer,
one of the fastest paddle-boats in the world, and who attended
with us the Paris heavy motor-car trials as a delegate from the
Self-Propelled Traffic Association. Mr. West confines his
attention chiefly to the larger class of merchant ships, of which
he has designed a great many. He, like his more distinguished
colleague, Sir W. H. White, has often cause to complain that
the scientific disposition of weights is sadly interfered with by
the necessities of the case. His article forms a useful account
of modern shipbuilding.
Of a more scientific character is the article by Mr. R. Caird,
on the " Launching of a Ship." Mr. Caird is a member of the
historic firm of Cairds, of Greenock, who have built nearly all
the P. and O. steamers. Launching a vessel is a process that
involves tremendous responsibility, great anxiety, and months
of careful preparation, and great cost ; a bad launch may ruin a
firm. Instances are not lacking. The writer of this review
could mention a few. The process of launching occupies less
than a minute, but during that time a very interesting
dvnamical problem is being solved.
"Principles" afferting a floating ship, by Mr. F. P. Purvis,
is an extremely useful essay which we can recommend to the
student and seaman, and eveu to the professional naval architect.
We have never seen the obscure laws of ships' resistance so ably
put forth and explained as is done here. His remarks on the
cutical speeds of steamships seem to us to be especially valuable.
Mr. Purvis is or was, if we mistake not, a member of the scien-
tific staff of that very scientific firm of shipbuilders, Messrs.
Denny, of Dumbarton, one of whom, Mr. A. Denny, contributes
a capital article on the " Design and Building of a Steamship."
Needless to say that this is worth more than hasty reading.
The whole pro?ess of building, from the ordering of the plates to
the trial trip, are pleasantly explained. Naturally Mr. Denny
his a shot at his old enemy the Admiralty Constant, and he
quietly bewails how the hands of the advanced shipbuilder are
tied by unsympathetic and prosaic bodies like Lloyd's.
"Marine Boiler Furnaces," by Mr. D. B. Morison, is an
account of the manufacture of this important part of a cylindrical
or Scotch boiler. As is well kuown, Mr. Morison is the inventor
of a furnace which is an evoluted Fox's flue. He has a good deal
to say about the operation of the Board of Trade rules, and
points out their unscieirtific character. We should like to hear
Mr. Morison on water-tube bailers.
Mr. John Thornycroft contributes an article on "Steamers
for Shallow Rivers," and in this he explains the advantages of
the turbine propeller.
So far we have only gone a third through the magazine, and
consideration of space compels us to bring our remarks to a
close. Other articles and their writers are : — " Water-Tube
Boilers for War Vessels," by Walter M. McFarland, U.S.N. ;
" The Naval Weakness of Great Britain," by Sir Charles W.
Dilke, Bart, M.P. ; "The Modern Marine Engine," by Charles
E. Hyde ; " American Sound and River Steamboats," by
Leander N. Lovell ; "The Auxiliary Machinery of an American
Warship," by F. Meriam Wheeler ; " Shipbuilding and Trans-
portation on the Great American Lakes," by Joseph R. Oldham,
N. A. ; " Steel for Marine Eugine Forgings and Shaftings," by
R. W. Davenport, M. Am. Inst. M.E. ; " The Coaling of Steam-
ships," by S. Howard Smith ; and " Submarine Navigation," by
John P. Holland.
Each and all these articles are more than good, they are worth
careful study. We can only congratulate the proprietors and the
editor of Cassier's on the production of a magazine that is simply
brimful of the best information. It is a wonderful production,
and no writer on naval or marine matters can afford to miss
this work. Not only are the literary contents of the highest
value, but the illustrations are extremely good, while the paper
and printing leave nothing to be desired. We should not omit
to mention I hat the likenesses of the writers of the articles are
excellent aud worth preserving.
Catalogues.
The Worthinqton Pump Company, of New York and London
send us an exceedingly well illustrated handbook descriptive of
their well-known pumps, condensers, &c. Probably no steam
motor is more widely used than the Worthington pump. It was
the "master" duplex pump, and although it has been widely
copied and imitated both in England and America, we, who
have used pumps a good deal, are not aware that the Worthing-
ton has been much, if at all, improved. In the present catalogue
will be found many new variants and modifications of the
original type. There is a good descriptive letter-press and
telegraphic code list ; the latter enabling a purchaser to. state in
a single word what would otherwise occupy reams of specifi nation
paper.
-- — ♦
Messrs. Chas. Burrell and Sons (Limited), of Thetford,
send us their illustrated catalogue of road locomotives. We
need hardly say that this old-established firm (it dates from
1770) has gained a world-wide reputation for high class
mechmism. In the present catalogue, which, by the way, is
copiously illustrated, the farmer, contractor, municipal or
military engineer will find many examples applicable to their
special requirements. We observe that a unique speciality
of this firm is the supply of tractors for hauling the plant of
circus proprietors. It is not generally known that the country
circus proprietor is a good customer to the engineer, and much
money is spent in this direction. Messrs. Burrell make an excellent
road engine, which not only drives the circus, but supplies
the electric light, and, when the show is over, hauls the whole
concern tj the next town. Among other machines we may
mention portable and semi-portable engines which burn either
coal, wood, or straw ; ploughs for English, Indian, or colonial
requirements ; traction trucks, threshing machines, &c. In
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Suptbmbmi, 1897.
short, this is an excellent catalogue and contains an abundance
of really useful information — the result of this firm's extensive
really
experience.
The Clayton Air Compressors. — We have received from the
Clayton Company, of New York, a well got up and well
illustrated catalogue, or, rather, handbook of their specialities
in air-corupressiiig machinery. Compressed air as a motive
power has so much to recommend it, that it is surprising
it is not taken greater advantage of in this country. In the
United States, compressed air is used for mining, tunnelling,
bridge building, for pumping water, operating hoists, cranes,
lifts, drills, caulking tools, for stone carving, for operating
petroleum oil burners, for inflating cycle tyres, and a score of
other purposes. The Clayton Company manufacture plant for
all these special purposes", including car propulsion. This
catalogue is really a well-written treatise on air compression,
and may be studied with advantage. The prices for the various
descriptions of plant appear to us to be very reasonable and
compare favouraoly with English lists.
PROCEEDINGS OF SOCIETIES.
The Transmission of Power.*
The section of the subject of the transmission of power upon which I have been
requested to address a few remarks to the Section is one with which I find it
extremely difficult to deal. All other methods of transmitting power titan by
electrieity and water is an extremely large subject which it is really impossible
to handle in ten minutes. Further, it is a subject which is very old and trite,
and upon which it is impossible to say anything at all of an original character.
In fact I may say tliat to Messrs. Preeee'and Ellington have been allotted In
this matter the cream, and to me has been allotted the skim milk. That being
so, even though the time during which I sliall have to occupy you is so short,
I shall venture to touch upon their subjects as well as mine ; in fact to improve
the quality of my skim milk by stealing a little of their cream.
The methods of transmitting power which are well known to all of us other
than by electricity and water pow er appear to be those of ordinary gearing and
shnftiug, of transmission by ropes, and of transmission by compressed air or by
steam. Consider for a moment the broad characteristics of thesefive modes of
transmission. The losses of energy in four of them are, ill fact, very similar,
ami closely analogous to the ordinary well-known losses by friction. This is
obviously the case in water-power transmission. In transmission by gearing, in
transmission by ropes, and it is, I think, also the case In transmission by
electricity, for the loss by electrical resistance is closely analogous to the loss by
friotionaf resistance ; and in the transmission of power by electricity the main
source of loss is really by resistance. On the other hand, the losses in the case
of transmission by compressed air belong to a totally different class. When the
air is comp essed it is inevitably heated, and when it expands, doing work at
the receiving end of the system, It is Inevitably cooled. The heat of the com-
pressed air cannot practically be retained, but it is lost by conduction through
the containing chamber and through the pipes which convey it. Again, in
expansion the heat ol surrounding bodies' cannot be kept out of the cool air,
and hence results a loss of power which is not analogous to a frfctional loss.
The methods of diminishing these 1 sses are totally distinct ill kind from those
which would lie adopted in the other four methods of transmission. We must
look for them in the direction of avoiding as far as possible the conduction of
heat to and from the working material through surrounding bodies, or in some
s\stem of regeneration having the same end in view-, viz., avoiding the equali-
sation nf4ciuperature by conduction. This peculiarity of transmission of power
by compressed air, although it involves very serious losses when a] plied in
unsuitable cases, [Hisse-scs also particular advantages for particular purposes. I
refer to such work as that of tunnelling in such situations as the St. uothard,
the Vorailberg, or the tunnel about to be made on the Simplon route. Here the
air which is forced into the tunnel for the purpose of propelling the drills is
afterwards used for ventilation, and the fact that it is c<K>led in doing its work
is an additional advantage In cooling the end of the tunnel. These are
advantages which are absent from the other four methods of transmitting
power, and render it, I think, certain that for this particular puipose com-
pressed air is the method which will be universally employed in the future.
Comparing now the other 'methods of transmission one is at once struck by
the great tlexil>ii|ity of transmission of power by electricity. The electrical con-
dm-tors can, of course, be taken through all sorts of positions without trouble
t r inconvenience, and are very easy to repair. Further, transmission electrically
can be effected at very much greater distances than call be conveniently done
by any other method. It would seem that electricity must lie the agent when
transmission is to be made to long distances, as from where there exists a great
water-power to the [stints at which tliat power can be used, and in very many-
cases where it is advantageous on aci-ount of its convenience. One sees
electricity coming into competition with transmission by ro|>es or cables, lioth
for tramways and in its use for cranes. For tramways there is no doubt that
electricity has practically taken possession of the Held on account of its cheap-
ness in all cases except those where the traffic is extremely heavy or where the
gradients are extremely severe, so that there are fioints at which there would
be insufficient adhesion between the wheels and the rails. With regard to
•Paper read at the Institution of Civil Engineeis by John Hopkinsox Jun
M.A., D.Sc, F.H.S.
cranes, of course all of us are familiar with the type of rope-driving which was
in use 20 years ago in which a hign-speed rope was used for driving cranes by
means of friction wheels. The far greater convenience of electric transmission
will, I think, entirely supersede the rope-crane.
Comparing electrical transmission with the use of shafting and gearing, we
already see that in many factories power is transmitted electrically, and a large
amount of gearing is rendered unnecessary. It has there the advantage that
buildings inav lie constructed and machinery arranged without regard to gear-
ing and shafting. For many purposes, however, electrical transmission has a
formidable eoni|>etitor in transmission by water-pressure ; each lias its own
field. It Is inevitable that with electrical transmission of power high speeds of
rotation must be used, and for many purposes this is inconvenient; for
example, for lifts and cranes working at a slow speed. But notwithstanding
the fact that there seems undoubtedly to ba many p'ar-es where hydraulic
transmission will permanently be better suited to the purpose than electrical
transmission, there can lie no doubt that, there are many cases in which at the
present, dav hydraulic transmission is used which will ultimately be effected by
eleitriea' 'transmission of power. Consider, for example, the case of trans-
mission upon our ships of war. Here we have at. the present time, as a rule,
transmission of power either by means of water-pressure or by means of steam-
pressure. The consequences of the destruction of a steam-pipe by a projectile
would be extremely serious ; and in any case the destruction either of a stearn-
pi[>e or of a water-pipe would involve a very considerable amount of trouble in
repair, whereas the breaking of the continuity of an electrical conductor would
be easily and quickly made good. In conclusion, I would remark that in
transmission of power electricity acts really as a mechanical gearing. As I
pointed out at the outset, the losses are essentially of the s ime kind as f rlctlonal
losses, and quite distinct from the losses in transmission either by compressed
air or by steam, which depend essentially upon thermodynamic laws.
French Electric Traction.
At a recent meeting of the Societe Internationale des Electricians M. Lasnikb
read a pajx-r on the svstem of electrical traction which is used on the lines
from the Madeleine to Courhevoie, Neuliiy. and Levallois. This system has
been in service for the last few months, and comprises three lines, one from the
Madeleine to Courlievoie and Neulllv (t>-7 kilometres), the second from the
Madeleine to Courbevoie (6-6 kilometre's), and the third from the Madeleine to
Levallois. The svstem of traction used is by accumulators, with charging
stations at the extremities of the lines ; the eliarge is very rapid, being effected
In a few minutes. The generating station contains three Babcock and VI llcox
boilers, giving 1,800 kilogrammes of steam per hour at 16 kilogrammes per
square centimetre, three Willans steam engines of 300 H.P. at 460 reva. a
minute, each driving directly a Brown four-pole dynamo of 300 amperes and
660 volts. The distribution board is divided into three distinct parts, each part
relating to one engine. Kach division comprises the fusible circuit breakers, a
bi-polar interrupter, a Hartmann and Braun amperemeter, and an excitation
rheostat. The feeders taken from the terminals ol the board are fire In number,
two being used for the charging at the depot and the lighting, and three for
the lines at the termini. The charging stations are at the extremities of the
lines, of which we have already spoken. The first two have a section of 150
square millimetres, and the third a section of 250 square millimetres. At the
starting point of each line on the distribution board arc a lever interrupter and
an automatic interrupter serving as disconnectors, and also circuit breakers and
an amperemeter. At the various charging stations is a terminal which
Includes a board containing a circuit breaker, an interrupter, and an apparatus
giving notice of the end of the charge. At the moment it stops, the driver has
onlv to put the wires of the car into communication with the wires of the
charging station and to wait for the bell to ring. The end of the charge is then
announced.
The cars are very comfortable. They seat 52 persons. The Tudor accumu-
lators, 200 in number, weighing altogether 3.PO0 kilogrammes, are placed under
the seat*. The cars themselves were constructed by the firm of David and
Desouches. The electro-motors are two in number, of 25 H.P. each, and have
four poles with carbon brushes. A special controlling apparatus enables all the
necessary operations to be effected for starting or stopping the car. On each
car are little ventilators for letting out the gases given off by the accumulators.
The results obtained have up to the present been very satisfactory, the main-
tenance of the accumulators has been almost nil, the cars have made journeys
of 6.U00 kilometres. The expenditure has been estimated at 860 watt hours per
car-kilometre, and at 2,591 kilogrammes of coal percar-kllometre. The electrical
efficiency of the accumulators amounted to 71 per cent.
This was followed by a paper by M. E. Hospitalikr on electric motor-cars.
Firtt he reminded his hearers that in 1881 he expressed the opinion that
accumulators would be improved, and would be rendered suitable for electric
cabs. Tliis prediction is alreadv partly fulfilled, and it is probable that in a
year'B time electric cabs will be running. He t' en discussed the powers
attributed to the horse. This power is variable; It may, however, be estimated
that a horse can produce 500 watts and 3 kilowatt hours per day. If this power
and this energy is expressed by weight, we get only one watt per kilogramme
and six watt Tiours per kilogramme. These figures are certainly below those
given by an accumulator. In the cane of the horse, the rein is sufficient for Its
guidance, it can produce at each pull a traction effort of 100 kilogrammes. Its
speed is very variable. •
As regards electric motor-cars we can only depend upon accumulators with
a motor and controlling apparatus. These cars arc supplied with all the
modern improvements— the jointed axle, hall bearings, and the pneumatic
tyre. With regard to the latter point, M. Hospitaller referred to M. Mlchelin's
recent experiments and showed the advantages of the pneumatic ty1*'
Accumulators have now made great progress. In 1881, we reckoned *6 watt
per kilogramme ; a few years later we obtained 2 watts per kilogramme anil
i 12 watt hours per kilogramme. In 18M7 the Fulinen accumulators furnish
I 30 watt hours at the output of 1-5 watt per kilogramme, 25 watt hours at the
output of 5 watts per kilogramme, and 20 watt hours at the output of 10 watts
per kilogramme. As reganls the duration of accumulators, special experiments
would have to be made. But briefly, we may sav that in 1881 1,000 kilogrammes
of accumulators were required to produce 1 kilowatt, and 100 kilogrammes to
produce 1 kilowatt hour; ill 18»;, 200 kilogrammes are required to produce
1 kilowatt, and 50 kilogrammes to produce 1 kilowatt hour.
Electromotors have alsn made verv great progress. In 1881 their efficiency
was lurch- 6i> per cent., and their weight from HO to 40 kilogrammes per kilo-
watt, lit 18V7 the efficiency amounts to 80 per cent., and their weight is
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521
reduced to 1.7 or 20 kilogrammes per kilowatt. Electromotor* have the great
alv*intage of supplying automatically a couple which increases as the speed
diminishes : they are self-regulating. This is not the case with the petroleum
motors, which produce a constant motive couple. The principal advantages of
electric motor-cars are the following :— Safety, absence of jerking and shaking,
stoppage of mechanism during stoppages of the vehicle, absence of heat,
absence of smell, cleanliness, simplicity of construction, facility in starting
and stopping. All the modern cars at the present day present almost equivalent
advantages as regards elegance, economy, and inexpensivencss.
The inconveniences attached to electric motor-cars are as follows : — A charging
station is required for the accumulators, the weight of the motor and the
accumulator is considerable ; in an ordinary vehicle, however, we must take
into account the weight of the horse, which is no tittle. The cost is rather
high. Objections are also raised against electric motor-cars on the ground that
acid is used, but this liquid is placed in closed accumulators.
As regards the re-charging of the electric batteries, there are three solutions
of the problem : — (1) Rapid charging at the station ; (2) the replacement of the
batteries after discharge ; (3) charging during the night.
feltapid charging at the station would be somewhat difficult, especially if there
were many cars. The replacement of the lotteries would offer certain difficulties.
It seems, therefore, that charging during the night would l»e the best way of
meeting the case ; 44 to 45 elements would b2 require.!, which would be charged
from the distribution lines at 110 to 1,120 volts. The charging would l>e almost
automatic ; *4 francs the kilowatt hour would probably be the price asked by the
electrical companies. Lastly, various other systems l.ave been proposed for
electric motor-cars. Amongst the principal we may mention a proposal to place
tbe whole of the Hellmann system on a ear and the employment of a petroleum
engine of low power driving a dynamo lor keeping the accumulators charged.
Lastly, portable ki owatt hours can also be used. Boxes giving car kilowatt
hours could be bought. M. E. Hosp'talier then briefly reviewed the chief
systems of car that have been constructed. In lxyi M. Trouve constructed an
electr-c tricv- le ; various cars were brought out by Mr. Ayrton in 18*2, bv
Mr. Magnus Volk in 1887 and l-t8, by M. Carli in 1-H8, by M. Bouchaih
d'Arroentieres and by M. Jeantaud in 1£94. In 1804 and 18(1,5 various experiments
were made in America by MM. Morris an 1 Salom. In 1807 M. Krieger constructed
a car that has alreadv 1 een described. To these various types we may add the
Hiker car of New York, Darra q's electric hansom, the Ward cinnibua of
Ltfidon, Ac,
It may be asked, What Is the energy required for starting? Messrs. Morris
and Salom have made several experiments with regard to this point. They
found that « car weighing 000 kilogrammes, to seat two persons, would expend
83 watt houre per kilometre ton at a speed of 8 kilometres per hour, 84 watt
hours per kilometre ton at a speed of 10 kilometres per hour, and O.i watt hours
per kilometre ton at a speed of 38 kilometres per hi ur. We must, therefore,
reckon about 11H) watt hours per kilometre ten. A car weighing one ton will
contain 400 kilogrnmmt-R of accumulators ; we can, therefore, obtain runs of
tW kilometres. Inis would be a very satisfactory Icrgth for a journey.
The cost of charging would be about 3 ftanrB to 4 francs per charge. In fact,
in the above case for eight available kilowatt hours, the cost of tl-e charge must Le
estimated at 10 francs, for maintenance arid the sinking fund we must reckon
'A francs a day. or about l.tiOO francs a year. Altegether, therefore, we nrriit
estimate that 00 kilometres a day would cost fronr i francs to 8 francs a
day. To rrrake a fair comparison, we must take into account strclr Items at
forage, diseases of horses, stabling expenses Ac. In conclusion, M. E.
Ho-pitalier said thtvt electric cars and cabs arc on th-1 eve of taking up nil
important, position in practical traction. Ho hoped that Paris would cease to be
an inferno of horses, and would become as soon as possible a paradise of
aocu mobiles.
Working Tramways by Alternating' Currents. — At the
British Association meeting at Toronto, Professor J. Perry
gave a description of an interesting method of working street
tramways by alternating currents devised by himself. Batwean
the two rails of the tramway line are placed a series of pieces
of sheet iron of channel section. Each piece is placed verticilly
in ihe roadway, its plane being at rigV. angles to the line of
rails. The pieces are placed near together, magnetically insu-
lated, forming an iron channel along the whole length of the
line. The upper surfaces of the pieces are in the ro.td surface.
A flat slip conductor is laid along the channel thus formed and
the whole filled in with cement. When an alternating current
is passed through the conductor the pieces of sheet iron become
magnetised, but in a continually chauging direction. The c ir
carries an armature, wound with a coil, having projecting pole-
pieces presented to the alternating electro-magnet 111 the bed of
the roadway. The current induced in the cail is employed to
drive the motors. No illustrations were given of this apparatus
beyond a rough sketch on the blackboard, but it was explained
that the arrangement has been satisfactorily tested on the full-
size scale on a very ahort line. The co3t of constructing such a
line had been estimated, and was calculated to be much below
the cost of a conduit line.
End of the Irish Motor and Cycle Company (Limited}. —
An extraordinary general meeting of the Motor Cycle Com-
pany of Ireland was held on the 9th inst. at the offices, Leimter
Street, Dublin. Alderman Meade, who presided, proposed a
motion, whioh was seconded by Mr. Malcolm Iuglis, confirming
the resolution passed at the meeting of August 23rd, which
authorised the voluntary winding up of the Company! The
resolution was unanimously passed,
A BELGIAN ELECTRIC CARRIAGE.
L'Electriqoe (Socicte Anonyme) of Brussels has for some time
past been studying the question of electric traction, and has
designed and built the car of which we give an illustration. As
will be seen, the vehicle can seat four persons. The battery is
placed under the seats, and consists of 48 cells, the plates being
of the Plant6 type. The total weight of the battery is 950 lbs ,
and it is charged by a current of 25 amperes at 110 volts,
the time occupied being about 3| hours. The capacity i
about 86 ampere hours at a discharge of 18 amperes. The
current actuates a series- wound motor, which runs at 1,750 revs,
and weighs 275 11)3. At each end of the armature spindle is a
pinion which, by means of a chain, ti-ausinits motion to the rear
wheels. The ordinary differential gearing is, of course, being
interposed. The total weight of the car, with motor and battery,
is 2,420 lbs., and it cui be driven, at the rate of 10 miles, a
distance of between 40 and 50 miles without recharging. It
will be seen that the performance is very good.
A Belgian Motor-Carriage,
Oas-Eng-ine for Traction Purpo39S. — Gas engines are steadily
earning more to the front in America. One is described in the
Street ttiilwiy Review that is driving the power plant of the
Traction Company of Lancaster, Ohio. This Company works
from three to five cars over four miles of line with some 8 per
cent, grades. The engine was put in about a year ago ; it is
known as the American Kilmarnock, being a single cylinder
double-acting engine, and it develops 130 I.H.P., or 110 B.H P.,
its rated size being 100 H.P. The speed is 189 per minute, and
it drives ao 80 k\v. Thomson-Houston 6-pole generator. The
following are the le idiug dimensions : — Cylinder, 16 inches
diameter; stroke, 20 iujues; piston rod, 3 inches; shaft,
7 inches. Two 8 feet fly-wheels with 16 face for baits. Overall
length, 15 feet 11 inches ; width, 6 fe;t lOi inches. The total
weight is 34,000 lbs. of which the wheels make up 13,500 lbs.
It is to be noted tint the baarings are of phosphor bronze
without babbit. The engine has the pircslam ignition tube,
and natural gas under high pressure is used. The load diagram
shows great and sudden variations, and varies from 0 to 180
ampdres. The gas consumed is 16 feet per B.H.P.
A list of English, French, and other Manufacturers of Auto-
motors will be found in The Aotomotor and Horseless
Vehicle Diarv and Pocket-Book for 1897, which contains
over 100 pages of information. Price 6d. ; post free, Id., of
Messrs. F. King and Co., 62, St. Martin's Lane, Londou,
W.0.
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522
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Sbptemmb, 1897.
President
Secretary ..
President of the Liverpool Cen're
Hon. Local Secretary
Sir David Salomons, Bart.
Andbkw W. Barb, Esq.
The Eabl of Derby, Gt.C.B.
E. Shbapnbll Smith, Esq.
Semi ■ Official
Association
Journal of
the\ Tub Automotob and Hobse-
. . J LBSS VEHICLE JorBNAL.
SELF-PROPELLED TRAFFIC ASSOCIATION.
LIVERPOOL AND DISTRICT CENTRE.
At a Council Meeting of tlie alwve Association held on the
3lst nit. it was resolved not to arrange an Exhibition in 1898
as originally contemplated, but it was determined to hold trials
for heavy vehicles similar to " Les Poids Lourds" about May or
June next year. A strong sub-committee was appointed to
frame the conditions, including Messrs. Alfred Holt, M.I.C.E.,
Alfred L. Jones, J. P., John A. Brody, A.M.I.C.E., M.I.M.E.,
Everard R. Calthorp, C.E., Henry H. West, M.I.C.E., M.I.N.A.,
aud E. Shrapnell Smith (Honorary Secretary). We hope to
give full particulars in our next issue of the conditions of these
important trials.
*
We are glad to announce that the Second Session of the
Liverpool Branch of the Self-Propelled Traffic Association will
be opened early in November, when an Address will be given
on the subject of "Self- Propelled Vehicles, 1896-1897,°' by
Mr. W. Woiby Beaumont, M.I.C.E., M.I.M.E.
Report of Paris Deputation on the Heavy Motor Vehicle
Trials at Versailles, and on the Serpollet Tramway
System (Paris).
The deputation was appointed on July 13th, 1897, under the
following resolution : — " That a deputation of the Council be
appointed to attend the trials of heavy motor vehicles at Paris,
and to re]X>rt generally upon the position on the Continent, with
a view to advising the Council as to the conduct of the proposed
Exhibition."
The report of the deputation, dated September 15th, com-
mences with the trials, gives the duration of the trials, and
general details of the conditions, the list and |<articulars of
entries, the performance of the vehicles during the trials, &c, all
of which has already appeared in the columns of the Automotor.
The conclusions arrived at by the Committee are then recorded
as follows : —
De Dion and Boutoris System.
On Thursday, August 5th, shortly after 11 a.m., we were accorded seats in
the De Dioti and Bouton Omnibus (No. 14), for the run over Route A. Twenty
persons were on board, inclusive of the driver and stoker. The 25"5 miles if
this course were accomplished in 3 hours 22 minutes, inclusive of stoppage*,
or at an average speed of 7'6 miles per hour. The journey was completed
without any contrtltmpt more serious than a brief stoppage to tighten a joint
of one of the feed-pipes. The rest of the course was accomplished with due
observance of the stipulated halts, and without any special incident.
A noticeable feature in the running was the practical uniformity of speed,
whether up-hill or down.
In this vehicle the motive power is steam, provided by a D? Dion boiler
carried on the front platform. The boiler consists of an outer double shell,
containing an annular water-space, with a similar internal double shell contain-
ing another annular water-space ; the two water-spaces being connected by
radiating tubes. The firing is effected from the top, through the iuteroal
shell of the inner section of the boiler. It appeared to be a good practical
boiler and, considering its small capacity for water, the feed-service was kept
well under control. The feed-water tanks hold about 1(H) gallons.
A horizontal compound engine is used, and provision is made for the
admission of high-pressure steam to the low-pressure cylinder, for hill-
climbing and emergencies. The gearing consists of spur wheel', two ratios,
which may be applied as the work to be done requires, being provided. The
rear road-wheels run loose on the axle, each being driven by means of four steel
arms which extend from the axle and are secured to four of the spokes at points
about mid way between the boss and the rim of the wheel.
The consumption of coke aud water was : —
Coke 7'6 lbs. per mile.
Water 4-4 gals.
The tare of the omnibus is 4 tons.
On the road we were able, for a short time, to observe the workingof No. 13 —
a De Dion tractor, hauling a large covered char-a-hanc for 40 persons, running
on two wheels at the rear, and coupled to the tractor with a lynoh-pfn ami
locking. This tractor Is fitted with mechanism and boiler similar to No. 14, of
which the engines are designed to give 35 H.P. at tiuo rev*, per minute.
Although De Dion's have not yet built a goods motor-wagon, they claim that
their tractor is suitable for attachment to ordinary wagons.
The De Dion and Botiton system, whilst ex eedfng'y ingenious, is. In our
opinion, open to the practical objection that it would require a skilled attendant
and an assistant for each motor. The attention of the driver is so much
absorbed with the control of the machine tliat, unless lie had another man with
him on the lookout and to sound the alarm-signal, especially in crowded
thoroughfares, we think it would be difficult to secure safe driving.
t
Price of tractor (No. 13) 580 at works, Paris.
Price of omnibus (No. 14) 8f0 ,,
Scotte's System.
The vehicle which had the heaviest load was Scotte's "train •lcmarclniiidb.es
(No. 2). It was said to be drawing a net load of 5 tons H cwt.— 40 cat. on the
motor-wagon and «5il cwt. on the trail-wagon— and appeared to be a practical
inachineTboth in iU devigu and in its behaviour on the road. The tare of the
motor-wagon is 3 tons 0 cwt., and of the trail-wagon, 1 ton 15 cwt.
" Scotte s " system may be briefly described as follows : — The front part of the
motor-wagon carries water-tanks, coke-hunkers, and boiler. The boiler, which is
a modified " Field," works at pressure of about 150 lbs to the square inch. The
engine is of the vertical, two-cylinder type. The power is transmitted from the
crank-shaft to the counter-shaft by means of sprocket-wheels and chain gearing ;
this second motion shaft carries tlie compensating gear and sprocket-wheels for
driving the rear road wheels by means of pitch chains.
The three Scotte vehicles ("S'os. 1,2, and 3) ran throughout the trials with
good results and remarkable regularity, but the remarks as to the necessity for
a skilled attendant and an assistant apply to this system as much as to that of
De Dion and Bouton.
Omnibus No. 1 returned the following consumption over Course C -.--
Coke
Water
Price of motor-wagon (No. 2)
„ trail-wagon
13-0 lbs. per mile.
4r8 gals. „
£
880 at works, Paris.
600 „ „
For more than six mouths a regular daily service of their omnibuses has been
conducted between Courbevote and Colombes in the suburbs of Paris, with
satisfactory results. The distance between these places is almost three milee.
The fares are 4jd. first class, and 3d. second class. Two omnibuses (similar t >
No. 3) work the route, one plying each way every three quarters of an hour.
The owners of these vehicles state that, compared with horse omnibuses, a very
considerable economy has been realised.
Scotte's Company— La Societe des Chandieres et Voitures 1 Vapeur, 56, Rue
de Provence, Paris'— has already turned out a considerable number of motor-
wagons (with and without trail-wagons) which are running In the Meuse and
elsewhere. We were informed thai road-traction companies have been formed
for establishing services on this svstem at Lyons, in the Ardeche, lihdne, aud
C()te d'Or, In which districts the traffic is Insufficient to admit of the expen-
diture involved in laying down rails fortramcars. The distances between the
poinls to be served vary from three to It* miles.
M. Scotte furnished us with the following working costs :—
Length of route, 61 miles.
Motor-car and trail-car carrying 38 passengers.
Two machines, each making (our double trips per day.
Capital Outlay—
Three road-trains (one in reserve)
Depot
Total
£
3,120
200
43.330
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SBfrE»tBRE,i897.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
523
Akxual Working Expenses—
Depreciation at 10 per cent.
Interest at 5 per cent.
Total
H00 kilos, coke per day at 3 francs
Oil and grease
Two drivers at is. 9d. per day ...
Two stokers at 4*. per day
One attendant at depot
Repairs and sundries
£
332
16*
49S
£
58
175
lili
7:i
234
Total
Cost per car-mile
049
... £1,447
tt;>rf.
All the machines exhibited very great. ingenuity of design and construction,
one of the most- interesting being Panhard and" Levassor's Omnibus (Ho. 1").
This vehicle is fitted with a four-cylinder vertical oil-gngine carried in front
under the box sett. The crank and* counter-shafts are longitudinal with four
set-* of spur-n heels for variable speed, motion teing imparted by a bevel-wheel
tr> a transverse shaft which carries the compensating gear ami sprocket-wheels
for driving the rear road wheels by link chains. This vehicle consumes only
about 14 pints of petroleum spirit. (D*6(*0 S.G.) per mile but, in common with all
oil-motored carriages, has the serious disadvantage of very considerable vibra-
tion when standing or ru'iiiiug at a low rate of sped.
Before leaving Versailles, on August 0th, arrangements wore male with
Mr. Arthur Hopkins aud M. Serpollet to inspect the Serpollet tramway system
on the following day (Saturday;, aud Count tie Dion extended an invitation
to us to visit hts works at Puteaux.
Serpollefs Instantaneous Steam System.
The report gives a very full description of the details of this
system, mostly taken from the pamphlet issued by M. Serpollet,
of which particulars have some time since appeared in the
pages* of this journal. In regard to driving the tramcar the
report continues : —
Four appliances only have to be attended to by the driver, so that his atten-
tion may be devoted largely to the road, and to his action dependent upon the
obstacles, if any, in his path .—
1. TI12 hand-pump for starting.
2. The pass-valve or balance-valve f or regulating the speed.
3. The reversing lever.
4. The brakes.
M. Serpollet is then quoted as follows : — "When it is necessary to leave the
depot, the driver, having shut the pass-valve, gives a few strokes to the hand-
pump, and in half a minute sufficient pressure is obtained to start the ear.
After this the necessary variations of speed are obtained solely by manipulating
the pass-valve, opening it to reduce speed, and vice ivwi. For ordinary stops it
is not necessary to work the hand-pump at all, for, after putting his toot upon
the peJal brake, the driver moves over the reversing lever to the mid position.
In this position of the gear, the ports of the cylinder being closed, although no
more feed -water Is being supplied, the boiler "remains under pressure for a few
minutes. Under these circumstances, tn order to start the car again, the driver
has only to take his foot off the brake pedal, and to place the reversing lever in
the forward position."
The advantages of the modifications now being introduced are at ones
manifest. Before starting, the balance-valve is adjusted to a pressure of, say,
100 lbs. per square inch, such pressure being constantly maintained even during
a protracted stoppage. The steam being cut off froni the engines, there is no
necessity to place the reversing gear in the mid position. The facility with
which these tramcars stop, start, slacken speed, au I climb moderate gradients
is remarkable.
In Paris, an ordinary driver is entrusted with a Serpollet car after a week's
teaching by one of his mates.
Weight of 50-seated motor*car (with water and fuel) 10 tons.
,, ,, ,, trail-car 3£ ,,
Minimum radius of curves on Paris lines 83 ft.
Wheel base of cars 6 ft. 4 in.
Diameter of car wheels 2 ft. 8 in.
There are now 60 of these cars working in Paris, and 40 more are to be added
within the next few months, when the loO curs will replace 1,500 horses, and
provide a more satisfactory service in many respects. We understand that
about 500 additional cars are to be built as quickly as possible.
M. Serpollet informed us that au experimental oil-fired car (creosote brute)
had just been conic let ed for La Compaguie Generate des Omnibus de Paris,
and that its trials had given every Indication of success. It is expected that
this car will begin to run in Paris about the eud of the present month.
A dvantages.
We consider that the Serpollet system is at present the only steam system
that can be entrusted to the care of an unskilled driver. The boiler is practically
inexplosible.
No gauge-glasses, safety-valve, boiler- mountings, or pressure-gauges are
required.
As a matter of fact, press urc-gau pes are used but only for the secondary
purpose of seeing what power, roughly speaking, is being exerted.
It is never necessary to blow off steam.
The steam pressure can be rapidly varied from zero to a maximum, which
" flexibility" of power is a great desideratum in tramcar propulsion.
The steam is provided in a highly superheated statu and also discharged as a
practically Invisible vapour with the hot lire gases.
No appreciable noise arises from the exhaust.
Possible Disadvantages.
Tubes Burking Opt. — Experience appears to have shown that the only risk
is with the bottom row which is nearest to the fire. The " life" of these lower
tubes depends very largely upon the careful attention of the driver when the
car stops at each end of the route. By closing the ashpit door, so little air is
admitted that the fuel is burnt only to carbon monoxide (CO), and this, being a
reducing gas, does not burn the Iron tubes which in the bottom row may last
12 to 18 months and the others some years.
Incrustation.— This seems to be much less than might have been anticipated.
The reverse scouring action of the steam when the pass-valve is opened for a
stoppage appears to carry back into the feed-tank much of the deposit. In
practice the tubes are cleaned by forcing through them a couple of gallons of
kerosene once a fortnight.
The largest deposit is in the tubes through which the feed-water first parses.
These lower tubes, however, are of a different section to the others, there being
a narrow annular space for the water to pass through, and their ends are
specially constructed in such a way as to permit of their being easily cleaucd
out.
Low Evaporative: Power of Boiler.— Where fuel and water cannot, be
obtained at comparatively short intervals, this might be a source of trouble by
reason of excessive storage being required on board, but in the case of a tram-
service this objection would not signify.
It must not be overlooked that, although the actual evaporation is only
« lbs. of water per 1 lb. of coke, the steam is highly superheated. The evapora-
tion is probably equal to about 10 lbs. of water per 1 lb. of coke from an ordinary
tubular boiler.
The Skkpollkt Carriages are fitted with similar arrangements on a reduced
scale. We exainiued some in course of construction and noted that their
boilers are oil tired. Two oil-tanks are provided : one as a reservoir, the other
for air-compression aud delivery of the oil. In one carriage the latter has a
capacity of three gallons ; two gallons of oil are pumped into it by hand from
the reservoir, and so pressure Is obtained to fee 1 the burner. This consists of
a spiral terminating in a tulie fitted with live jets aud bye-passes. A cupful
of methylated spirit is require.! to start vaporisation, which is maintained by
the burning oil. Ordinary kerosene (about 0'f*oo S.ti.) is used.
The introduction of oil fuel has permitted a considerable reduction to be
effected in the thickness of the tubes, on aoount of the readiness with which
the supply of heat can be regulated.
The two-seated three- wheeled carriage weighs 10 cwt., inclusive of "»{ gallons
of kerosene (enough for a rim of Ini-H5 miles), ami 16 gallons of water (enough
tor a run of about 40 miles). The four-seated four-wheeled carriage w.?1ghs
18 cwt. inclusive of fuel and water. Unfortunately, we did not see the**
carriages working, but learnt independently that the experimental vehicles
already tried have given satisfaction.
We append the working costs i>er car-mile of Serpollet 'h So-seated during the.
year IS'.i.'i, as divided by La Compaguie des tramways dc Paris et du departe-
ment de la Seiue : —
Production of steam (coke and bonus to driver) 2*ri7rf.
Running expenses (driver, conductor, lubrication, &c.)... 1 5ii/.
Maintenance of cars, engiucs, and boiler JJ'Uiti.
Total
■VttW.
It will be remarked that the first item is excessive, but M. Serpollet pointed
out to us that thevthen had no data to guide them in economical firing or
advantageous disposition of the element*; a liberal supply of fuel was given to
each driver, with the offer of a considerable premium for low consumption. On
a straight run, the cars use now only 4 to 4o lbs. of coke per mile, the average
for a daily mileage of 75 mile-; being about 7 lbs. per mile throughout the day,
inclusive of consumption while standing at termini.
After several years' experience, the cost of working has t»een considerably
reduced, and M.' S -rpollet furnished us with the following det tils as represent-
ing the present cost per car-mile of a oo-seated car : -
Coke— 7 lbs. at 32.*. GJ. per ton
ltunning expenses (driver, conductor, lubricitlon, Ac.)
Maintenance of cars, engines, and boiler
Total
A'Ud.
When correction has been made for reduced expenditure on fuel in this
country, the cost per car-mile Is not more than \U.
Both the above sets of costs refer to JO-aeated cars hauling similar trail-cars
on Sundays and Fete days.
The price of Serpollet s 50-seated motor-car varies from £1,310 to £1,120 (at
works, Paris), according to the system of brakes, the nature of fittings, and
other details.
Reviewing the numerous systems and vehicles that came under our notice, we
are of opinion that—
1. Scotte's and Do Dion's vehicles are the only ones we saw capable of dealing
with loads such as we in Liverpool require to move.
2. Serpol let's system has been admirably worked out for tramcars, but, owing
to the demand for these, not much has yet been achieved in its applica-
tion to ordinary road vehicles.
3. Oil-engines (internal combustion), using petroleum spirit, are developed to
a higii degree of lightness aud economy for pleasure carriages ami vehicles
of a small gross weight.
4. There can be no doubt as to the popular feeling In France, where the
liveliest interest is evinced in all matters appertaining to automotors,
but it is more from the point of view of pleasure-seekers with a novelty
tlian of business men with work to do. At the same time, the pnctical
carrying aspect of the question Is attracting attention, and efforts are
bring made to prod tire vehicles forthc transport of goods. No thoroughly
satisfactory vehicle for really heavy trallic was, however, produced at
these trials,
o. As our investigations show that no heavy vehicle in France has yet
reached such a stage of development as to appear tn be suitable for the
requirements of this district, we are of opinion that the public trials
which the Association proposes to hold next spring should l>e proceeded
with, in order to ascertain the actual position of Kugli-b effort to produce
self-propelled vehicles lor heavy traffic 011 common roads.
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THE AVTOMOTOR AltB HORSELESS VESICLE JOVRKAL. [Sepibmbsb, 188T.
6. As now constructed, neither Scotte's nor De Dion's vehicles would be of any
use in this country, owing to the tare weight* being in excess of those
allowed under the provisions of the Locomotives on Highways Act, 1896.
These machines unquestionably hava in them the elements of practical
success.
7. Whilst our conclusions are not entirely favourable to the motor-wagons put
forward on this occasion for the transport of heavy goods, there is no
doubt that Scotte's and De Dion's systems are efficient and economical for
passenger services, and that Serpollet'a tramcar system is a proved success.
[This has only come to hand at the time of going to press, and hence there
is not time for detailed criticism. With one remark in the report we must
entirely dissent. The report says : — " No thoroughly satisfactory vehicle for
really neavy traffic was, however, produced at these trials." This is simply
not so. Considering the state uf the roads, the performances of the De Dion
and Scotte motors were remarkable, and there cannot be the slightest doubt
that either of these systems, so fur as reliable mechanism is concerned, is quite
capable of dealing with the Liverpool and Manchester route. We regret that
such (to us) erroneous estimate should have b^en formed. — Ed.]
Is Sard also amongst th? Prophets P — In oar last month's
issue we had an article criticising, we admit somewhat severely,
the Geueral Post Office and its methods. We showed how high-
class monthly publications, or even, for that matter, any kind
of monthly piper, was severely taxed in its postage as com-
pared with the rates levied on ordinary newspapers. That our
comments should have attracted attention was, of coarse, only
natural, especially from those who constitute the grade known
as the "higher official." One does not write for the purpo3e of
uttering vain nothings ; but we certainly rubbed our eyes to
find that the Electrical Reviev, of all papers, was acting a? the
champion of the Post Office. Says our contemporary : — "The
Automotor .and Horsrless Vbhiclb Journal seem* to have
gone a little oat of its legitimate line in writing on the above
subject Like many other journals, the paper in question
assumes that because nothing is slid, therefore nothing ij done ;
in other words, that because the scientific exploits of the
engineering branch of the Post Office are not blazoned abroad,
that therefore they do not exist. It would probably be an
eye-opener to our contemporary if it were allowed to inspect
the records of work done in the engineering branch of the
Pojt Office. No doubt it is perfectly true that ' one sees but
little evidence of acquaintance with the latest advances iu
telegraphy,' but with some people only seeing is believing.
We have bsfore pointed out thit the Post Office is not a
public laboratory, whose chief function ii to. carry on original
research ; it has quite enough, we expect, to do in developing
and improving existing forms of apparatus, and in keeping
these up to modern requirements. Those whose ideas of
telegraphy consist in the notion that a telegraph is simply
a wire on a number of poles, worked by a single-current key
and a Morse sounder, ma/ be excuse! if they think the
work being done by the Post Office engineering officials is
of a trivial nature ; but no doubt the officials will manage
to survive the contempt with which they are lojked upon."
In the first place we " assumed " nothing, and we are as likely
to imagine vain things as the Electrical Review is to " assume "
the medical properties of so called eUctric belts ; secondly, we
claim to have some knowledge of what the Post Office has
achieved and attempted in telegraphy, and especially in sub-
marine telegraphy, and we are glad that the Electrical Reeiew
agrees with us that it is j>erfect)y true " that one sees but little
evidence of acquaintance with the latest advances '' in that
branch of applied science. We have not said that the Post
Office is a public laboratory. We know it is not ; but we do
know something of its experiments with the sea as the
laboratory. We drew attention to certain anomalies in the
postal service which even this latter champion of the O.P.O.
cannot deny exist and which we submit are evidences of incom-
petency, and this incompetency we believe to be due to the
vicious system of selection and promotion that obtains. We
remember the time when the Electrical Review was not slow in
detecting and exposing those who preyed upon the public,
whether they were high officials, quack doctors, or dishonest
exploiteis of primary batteries ; and our contemporary re ndered
yeoman's service in this connection. Yet, because we remon-
strate with the higher officials of the Post Office about these
anomalies, our contemporary pours out the vials of its wrath
Upon us. Et t'i, Unite I
NEW INVENTIONS.
Claiming particularly to apply directly or indirectly to Motor
Vehiclee, S[c.
Com >iled for"THB Aotohotob and HoasstBss Vbhiolk JorawAi"
by Hbbbebt Haddan and Co., Registered Patent Agents, of
18, Buckingham Street, Strand, W.O., London.
i
*#* At the request of a number of subscribe™ ws are pleated to
announce that for the future me have arranged to more thoroughly
cover the field of compUtei Patents referring to the Motor- Car
Iniuttry, by riproiucing the latest Specifications and Diagrams.
Patents Applied For.
Abbreviations : Impts., Improvements in ; Belg., Relating to.
1897.
T 3.
.. *■
„ 6.
„ 10.
18,061.
18,081.
18,185.
18,322.
18,513.
„ 10.
„ 12.
„ H.
„ 11.
18.S8S.
18,730.
18,851.
18,865.
„ 18.
18,897.
., 17.
„ 18.
„ 21.
,, 24.
19,023.
19,118.
19,371.
19,541.
„ 24.
„ 25.
„ 25.
„ *5.
19,554.
19,569.
19,573.
19,579.
„ 25.
19.607.
„ 25.
„ 25.
„ 26.
„ 28.
„ 2J.
„ 27.
19,616.
19,625.
19,661.
19,686.
19,60*.
19,769.
„ 30.
„ 30.
„ 30.
19.932.
19,934.
19,933.
W. H. Denison. Improved gearing.
D. Doio. Hydraulic driving power.
J. a. Glovkr. Propulsion and steerage of autocars, fte.
J. M. Collins. Impts. crank driving mechanism.
A. Kohx. New motor-car system for vehicles of various
kinds.
F. St'HiFER. Speed regulating, reversing, and driving gear.
S. H. Short. Motor vehicles for electric railways, 4c.
P. E. Jones. Two-speed gear.
How. R. T. Brouoham and W. C. Bersey. Safety device for
motor-cars.
P. H. W. Pabxbll and B. Bailey. Production of gases for
propulsion of motor-cars, &c.
W. G. Prekwan. Impts. driving mschanlsm.
P. L. Goldschmidt. Dynamo-electric driving apparatus.
M. Crawford. Impts. motive-power engines.
C. D. Abel (Gasrootoren Pabrfk Deuti). Driving gear for
motor-cars with reversal of motion.
W. Auehbach. Chainless driving gear.
E. A. Allen. Manufacture of driving chains.
A. Sowden. Apparatus oonnectsd with ele.'trie tramears.
W. J, Brewer aud J. B. Cooper. Impts. automotor
vehicles.
P. M. Wakeman (G. A. Phllipon). Impts. driving chains and
gear.
J. Browne. Impts. motor-cars.
A. von Boustetten. Impts. relg. motor-caw.
J. Waddbll. Impts. relg. driving and braking gear.
E. Taylor. Joints of cycle and motor-oar frames.
C. M. Johnson. Motoi-car.
C. Cox. Impts. relg. motive power for motor vehicles,
cycles, Ac.
E. Taylor. Joining cycle and motor-car, *o., frames.
W. Sebright. Twin-boiler and steam generator.
J. P. O'Donnell (P. A. T. de Bouilhac). Impts. relg. motor-
cars, engines, 4c.
Specifications Published.
85,300. Bims and Tyres of Wheels. William Thomas
Fitzgerald, Parkfleld House, Maindy, Cardiff, GHamorgran.
November 11th, 1S96.
This invention relates to Improvements in and relating to rims and tyres for
wheels for carriages, autocars, motor-cars, and other \ ehicles, and has for its
object the construction of a simple method, which does not consist of com-
plicated mechanism, and has for its object the securing of sections of arched
wood, leather, rubber, papier maehe, composition, or any other suitable sub-
stance to act as a tyre wuich would grip the road, run quietly, reduce vibration
und strain, and be economical in construction and repair.
The invention consists of two rims of angle Iron, steel, flange, or other durable
material, with half holes drilled to lit on tongues of spokes, right and left, tilling
between the angles of rims outwards, with sections of arched wood, leather,
rubber, papier mache, composition, or other suitable material, and securing the
same with bolts, or rivets, lifted In horizontally.
1,886. Transmitting- and Regulating- Motion. Charles
Gasman, 60, Rue de la Graite, Brussels, Belgium.
January 23rd, 1897.
This invention relates to an apparatus for transmitting motion and for varying
the speed of the motion imparted by a motor without varying the speed of motion
of the said motor, aud comprises a lever In which a longitudinal slot or groove
is cut and to which an osoiflatory movement about its axis is imparted from a
motor, an endless chain passing over suitable pulleys and having its ends fixed
to the euds of a rod, a triangular frame fixed at one aide to tue said rod and
having a groove or slot parallel to one of its free sides, a cross liavlng in its
transverse T»r a horiiontal slot and in its vertical limbs longitudinal grooves or
slots, a slide-block adapted to move at the same time In the slots of the aforesaid
lever and frame, and in the said horiiontal slot, two fixed pins engaging in the
grooves or slots in the vertical limbs or the cross, and means for causing t- errost
to move up aud dowu upon, the said llxed pins.
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SBPTEMwa, 1897.J THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
525
11,807. Gas and Oil Engine*. Joseph Day, Oompton Villa,
Paragon Road, Weston-super-Mare, Somerset. May 23rd,
1896. ' '
The engines are constructed to work preferably with an Impulse at each
revolution and two or more are coupled together. The charge of air and gas or
of air and nil is smaller .than is usually the case, and after being compressed
ignition takes place in a tube or chamber between the two cylinders and
consequently ojwrates the pistons simultaneously. One engine is conveniently
constructed to draw in and compress the air, and gas in the case of a gas-engine
or air alone In the case of an oil-engine for the purpose of charging the working
cylinders, the connect ions between the air and gas or air and oil being suitably
arranged for that purpose, so that as far as concerns the operations of charginc
°bT j"*l"e Performs double duty, the result being that increased expansion Ts
riy.i
'/•307
13*
^-X
A further improvement consists in the method of and means for the utilisation
of air Instead of water to keep the cylinder or cylinders cool. The cylinders are
?™ i^'ii *' , l"oke" a"d »lr *» *»*n through these jackets to be utilised
eventually to form part of the charge for the engine. By this means the air is
also warmed before It reaches the cylinder, which Is an advantage. The air
jackets may be of ordinary construction, but preferably the air should cover
as large a surface of the outside of the cylinder as possible. For this reason the
cylinder may be provided with a number of thin fins either vertical, helical,
horizontal, or of other form.
2,895. Means for Exploding- Combustible Mixtures, and
Utilising the Explosive Force thereof for Driving Rotary-
Engines. Maximillen Ringelmann, 47, Rue Jenner,
Paris. Date Claimed, August 1st, 189fi; Bate of Application
(in United Kingdom), February 1st, 1897.
This invention has for its object the application of explosive mixtures to the
working of rotatory engines, the explosive mixture being composed of air added
to combustible gas, or to a combustible vapour, or to an explosive bodv.
The essential principles of the invention are dispensing with compression
previous to explosion, and dispensing with the use of cooling water, and the
production of the "cycle " in a vessel or chamber senarate from the engine.
It consists of a system of explosion generators into which an inflammable
product is introduced, whic:h, after mixing itself with the existing air is fired,
and produces in the above-mentioned generators or vessels (which may be of
any number) a pressure which is employed to turn a rotary engine, aiid thus
this system dispenses with the necessity of cooling, and the explosion takes
place without previous compression ; and an arrangement by means of which
the scavenging after each explosion is made ; a fan or air pump for driving out
(after each explosion) the products of combustion left in the generator and
replacing them by a quantity of air sufficient for the succeeding explosion.
12,137. Horseless Carriages, and in Motors for Driving same.
James Prederiok Stilwell, 1, Victoria Park, Dover, Kent.
June 3rd, 1896.
Consists in making the horseless carriage with a removable fore-carriage or
!>°gey, which is provided with a suitable frame on which is mounted the motor
in such manner that the whole fore-carriage containing the motor is capable of
being easily attached to the carriage itself. The motor frame is mounted on
one, two, or more wheels, one or all of which is or may be a driver or drivers.
The wheels (when there are two or more) are mounted In such manner that the
wheels on the same shaft shall both act as drivers, but both may revolve at
different velocities when turning comers and the like.
The vertical pivot on which the motor frame turns Is preferably made hollow
so that the rods or handles for starting, stopping, or otherwise effecting tha
working of the motor all lead to or near one spot convenient to the hand of the
operator. If an electric motor be used It is evident that some or all of these rods
or handles may be replaced by wires and switches. The steering may be con-
veniently effected by a spur wheel on the hollow pivot and bv a pinion mounted
on a spindle, at the other end of which is a hand wheel or handle or in any other
convenient manner.
J. & C. STIRLING,
The Hamilton Carriage and Hotor Car Works,
HAMILTON, N.B.
lotor Dogcarts, Motor Stanhopes,
Motor Victorias, Motor
Waggonettes, with Daimler Motors.
MOTOR DELIVERY VANS,
to carry 10 to 15 cwt.,
with DAIMLER MOTORS.
CATALOGUES NOW READY.
ORDERS NOW BEING RECEIVED
FOR EARLY DELIVERY.
PRICES ON APPLICATION.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Septembeb, 1897.
13,462. Condenser for Motor Vehicles. Henry Percy Holt,
No. 22, Chancery Lane, London. June 18th, 1896.
Relates to a light, compact construct ion of condenser for the steam or vapour
used for propulsion of a motor vehicle.
The exhaust steam or vapour from the engine is supplied to an annular
horizontal tube or conduit, A, from which it issues by a number of inclined
nozzles, a, in jets, playing upon the blades, b, of a turbine, B, which is mounted
on a vertical axis, C*. concentrically within the conduit. The steam, after
passing the turbine blades, flows by passage, D, into a segment, E, of another
circular conduit, from which it rises through a number of flattened tultes, F,
which may be corrugated as shown, or otherwise shaped to a conduit segment,
O, above* From tins upper segment, G, it passes into other segments on the
same level at each side of G, and thence descends another set of the tubes, F,
«SV»A.
to other conduit segments at each side of E, thus circulating in an up and
down zigzag course to the last of the upper segments, H, whence the liquid of
condensation passes down by niftes, K, to a central well from which ft is led
by a pipe, /, to the feed supply of the engine. On the axis, C, of the turbine
there are tixed two tans or air profilers, M, Mf the one on the level of the
lower conduit segments, such as E, the other on the level of the upper
segments, such as G.
These fans draw air into the central space and propel it in all directions
outwards as indicated by the arrows between the corrugated tubes, F, routing
them so tliat the steam or vu|>our passing up and down through the tubes
bcoines condensed. To the fans. M, are tixed revolving pipes, N, S. each like
a Uaiker's mill, so as to throw out line water spray to mingle with the air
currents as they pass outwards. Water for this purpose is supplied by a
pipe, P, to the interior of the shaft, C, which is hollow, and with which the
pipes, N, communicate.
The air, after pissing the condensing tubes, is co'lected in the space outside
the tubes, F, within the casing, and led by a conduit to mingle and pass away
with the products of combustion from the boiler.
3,562. Steering- Mechanism for Autocars and other Vehicles.
Nicholas Vincke, 78, Rue Leopold, Malines, Belgium.
February 10th, 1897.
' Relates to a steering mechanism for vehicles of all kinds and more particularly
or autocars.
The two front wheels of the vehicle turn upon journals formed on the outer
sides of Intermediate parts, which are pivoted to the axle by means of a hinge
or other suitable joint or connection which allows of their movement in a
vertical plane. Behind or in front of these parts there are arranged two arms,
which are inclined towards each other. A oar is pivoted to the arms directly at
one end, and indirectly at the other end by means of a sleeve.
To this sleeve there is jointed a rod, which is also jointed at its other end to
an arm pivoted on the central part of the axle. Upon this arm there is provided
a double-arched or curved spring, above which there is mounted an operating
rod, around which is coiled a helicul spring. The operating rod is provided with
a toothed sector gearing with a pinion driven by means of a second pinion, which
is mounted on the end of the shaft of the operating hand wheel.
PUBLISHERS' ANNOUNCEMENTS.
Just Published. Crown 8vo. Fully Illustrated. 4s. 6d. Cloth
HOTOR CARS:
OR,
POWER CARRIAGES FOR COMMON ROADS.
By A. J. WALLI5-TAYLER, A.M.Inst.C.E.,
Author of '" Modern Cyclts" <5*»c.
CONTENTS.— Chai'Teh I. — Introduction. II.— Eaily Examples of Steam Rosd
Carriages. HI.— Recent Examples of Steam Road Carriage;. IV.— Internal
Combust;on. or Explosive Engine Carriages. V.— Electric Motor Carriage?.
VI.— Miscellaneous Motor Cars or Power Carriages. Ai-ikndix : A. The Aut«.car
Bill. B. Motor Car Regulations. C. The Cairiagc of Petroleum: Regulations.
I>. Taxes on Motor Carriages.
CROSBY L0CKW0GD & SON, 7, Stationers' Hall Court EX.
12,167. Improvements in Road Motor-Cars. John Brown, of
Longhurst, Dunmurry, near Belfast. June 3rd, 1896.
Consists hi niotor-cars having exterior covers for the wheels and low centre of
gravity, the use of spring wheels, the axles of which are connected directly, or
by means of gearing, to the prime motor and revolve in bearings rigidly,
16,716. Motor Road Vehicles. Hurbert Charles Baker,
No. 30, Main Street, Hartford, Connecticut. July 28th,
1896.
Consists of the combination, with a driving and a driven shaft supposed in
axial alignment, oi two conical friction-drums of relatively different diameters,
one of which is tixed to the driving-shaft and the other of which Is journaled for
rotative movement on the driving and driven shafts, with its diametrically-
reduoe-l end adjacent to the diametrical Iv-reducwl end of the other drum ; a
differential train of gears connecting the adjacent ends of the driving and driven
shafts, and embodying driven gears controlled in their movements by the
rotative movement of the last-mentioned drum; two friction-rolls of relatively
different diameters iti peripheral engagement, respectively, with the two conical
drums and one of which rolls is driven by the other through the medium of the
fixed drum, and hand-operated means for'shifting the friction- rolls longitudinally
of said drums to increase or decrease the rotative movement of the gear-
controlling drum with relation to the fixed drum and arbitrarily stop or reverse
the direction of rotation of the driven shaft.
13,669. Motors for Motor Vehicles. Walter Harris Knig-ht,
New Brighton, New York, United States of America.
June 19th, 1896.
The invention relates, first, to cont rolling mechanism for fluid-pressure motors,
and, secondly, to certain improvements in details of mechanism.
A suitable engine cylinder is supported from the car, and the piston working
in the cylinder is connected through the sliding cross-head ami connecting-rod
wilh the crank of the ear axle. A reservoir for compressed air is also supported
u|m>u the car and communicates through a suitable passage with the fluid supply
chest of the motor, in which supply chest operates the distributing valve which
also operates as a cut-off valve. A suitable link mechanism for operating the
distributing valve is provided, said link mechanism being operated as usual by
means of the eccentrics mounted upon the crank axle. For controlling the
action of the dist ributing and cut-off valve, the link mechanism is connected to
a suitable operating crank, which Is in turn connected to a controlling rod.
In the passage leading from the compressed -air reservoir to the distributing
chest of the motor is provided, first, a high-pressure throttle valve, next, a
reducing valve, next a low-pressure reservoir or heater, and, finally, between
the heater and the motor-cylinder, a low-pressure throttle valve. The reducing
valve is automatic In its o|ieration, but the high-pressure throttle valve and the
low-pressure throttle valve must be opened and closed by hand. The low-
pressure throttle valve Is necessary in the system to completely cut off any
PNEUMATIC SPRINGS for MOTOR CARS
SPARK COILS FOR CAS AND OIL ENGINES,
ILA.MNG SPARK.
F. C. BLAKE Electrical and Mechanical Engineer,
07, Fairholt Road, Stoke Newington, London, N.
ELECTRIC MOTOR CARS.
Carl Opper
Complete Cars
description,
Motors and G
only.
ELECTRIC CAR
ON HIRE FOR
EXHIBITIONS, Elc.
PHOTO SIX 8TAMP8.
C.OPPERMAM,
2, Wynyatt St.,
i ClERttNWEU,
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►•kptbmbkb, 1897.] THE AVTOMOTOR AND HOUSELESS VEHICLE JOURNAL
527
MOTOR C
A VALUABLE PATENT FOR SALE
For transmitting the power to the Wheels of Carriages without
GEAR WHEELS, DRIVING BELTS, or FRICTION CONES.
Will give any speed from maximum to minimum.
Write Box WOO, Smith's Advertising Agency, 132, Fleet Street, London, E.G.
WHEELS! WHEELS!! WHEELS!!!
FOR CARRIAGES, VANS, AND MOTORS.
Trial Solicited. Telegrams, "WHEELS, DUBLIN." Correspondence Invited.
CITY WHEEL WORKS, 104-107, QT. BRUNSWICK STREET, DUBLIN.
THE YORKSHIRE MOTOR CAR CO. (LTD.),
ALBERT BUILDINGS, BRADFORD. Agents for all kinds of
Motor Cars, Waguons, acd Cycles. Cars in Stock for Sale or Hire.
Kecaiks Promptly Dome. Supplies of all kinds and Batteries Charged.
" HORSELESS CARRIAGES." Illustrated. By James Ed. Tuke. P*st free, &r\
' "A carefully put together little pamphlet. "—The Automotor.
THE " CRYPTO " WORKS, LIMITED, 29, Clerken-
A well-road, London, E.C.— Frames, Gears, &c, for Motor Cycles and
Carriages made to specification. Quotations given for any kind of Light
Engineering Work, Mechanical or Electrical. Facilities for executing Experimental
Work.
A CCUMULATOR CHARGING.— C. H. Cathcart &
Co., having Plant specially adapted for this purpose, charge Cells of all sizes
Iy, thoroughly, and cheaply. Ten
temporary lighting, experimental us
Telephone No. 65,266.
promptly, thoroughly, and cheaply. Terms on application. Accumulators on hire
for temporary lighting, experimental uses, etc. — 3, Dorset Buildings, Salisbury
Square, Fleet Street, E.C
TT IS WORTH YOUR WHILE TO BUY DIRECT.
1 THE RELIANCE LUBRICATING OIL COMPANY SUPPLY, ON
APPROVAL, HIGH-CLASS NON-CORROSIVE LUBRICANTS, which,
through their superiority, have the largest sale in the world. Engine, Cylinder, and
Machinery Oils, ii£d. ; Special Cylinder Oil, is. <d. ; Special Engine Oil, is. +d. :
Gas Engine, Dynamo Oils, is. 6d. per gallon ; Special Gasolene, Benzoline, and
Petroleum, for Motor purposes ; Light Machine Oil. ioJd. ; barrels free and carriage
paid.— Reliance Lubricating Oil Co., 10 and 2a, Water Lane,
Great Tower Street, London, E.C. Depots at Liverpool, Bristol, Hull,
Cardiff, and Glasgow. Telegrams : "Subastrai, London." ABC Code used.
Telephone No. " Avenue, 5,891.'
CONVERSION OF EVERY DESCRIPTION OF
^ FITTINGS, MODERN AND ANTIQUE. Antique Candelabra, &c,
adapted to Electric Light in such a manner as to faithfully represent candles.
Temporary lighting at Fetes, Balls, At Homes. Estimates and plans for complete
Electric Light Plants. Motive Power : Steam Engine, Oil Engine, Gas Engine,
or Turbine
CHAMELEON ELECTRIC SIGN.
E. L. Berry, Harrison & Co, Electrical Engineers and Contractor*.
Office and Show Rooms-Lyric Chambers, Whitcomb Street London, W.C.
Telegraphic Address— " Kathode, London."
MISCELLANEOUS ADVERTISEMENTS.
— — ♦—
Ware Park Mill, Herts.
^pO BE LET, the Water and Steam Power Mill, known
as Ware Park Mill, with Dwelling-house and Stabling, situate at Riversdalc,
between the towns of Ware and Hertford, and having private wharfage and covered
landing stage opposite Mill on the Lee Navigation. The Mill is distant ij mile by
road from the towns of Ware and Hertford. There are two over-shot water wheels,
with never-failing supply of water from the River Rib, wo king to about 30- H. P.;
also steam engine about 20-H.P. The mill has been used as a Hour mill, but can
easily be adapted for other purposes, especially motor car works. Immediate
possession can be given. — For particulars apply to J. L. Lyster, 17, Brompton
Square, London, S.W.
^ALE. — Motor Tricycle in good order, price ^50. Also
v-^ a Coventry Bollee Motette, cany two, sp'endid condition. Cost /15a —
C. Watson, 75, Stone Street, Maidstone.
ADVERTISER has invented an ideal compressed-air
Motor. Technical and financial help wantel.— Address Scott, 4, Wynne
Road, Brixton, S.W.
V\/ANTED to purchase copies of No. i of the
Automotok and Horseless Vehicle Journal. Full price and postage
paid.— Addrais Volume, care of Automotok and Horseless Vehicle Journal,
62, St. Martin's Lane, W.C.
CAPITALIST required to finance important inventions
^-^ in connection with Motors. Solicitors or principals only communicated with.
Addreis, Advance, care of Automotok and Horseless Vehicle Journal,
6a, St. Martin's Lane, London, W.C.
A
DVERTISER is willing to purchase good Motor
those applicable to pleasure carriages. Send full particulars
utomotok and Horseless Vehicle Journal, 6a, St.
Martin's Lane, W.C.
\/[ OTOR CAR FOR SALE (Steam) in Running Order,
*■*•*- but otherwise Unfinished.— H. P., East View, Wealdstone, Harrow.
MOTOR CAR FOR SALE.
TUXURIOUSLY fitted private MOTOR-PHAETON,
"^"-* by Peugeot. Seat four, detachable canopy, wheels of cycle type, rubber
tyres, Daimler motor, perfect condition, new October, immediate delivery. Furtiicr
particulars addre>s Automobile, c o The Auomotor and Hoksf.less Vehicle
Journal, 62, St. Martin's Lane, London, W.C.
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THE AUTQMOTOR AND HORSELESS VEHICLE JOURNAL. [SiPnmiin.iM*.
supply of fluid to the engine from the heater, while the high-pressure throttle
valve is necessary to prevent the leaking of fluid through the reducing valve to
the heater. To operate the throttle valves suitable toggle link- levers are
provided, which are connected to the controlling-rod before referred to. The
eontrolling-rod is operated by a single hand lever, whereby the two throttle
valves and link mechanism can be simultaneously operated for controlling the
action of the distributing and cut-off valve and the supply of fluid to the
reducing-valve ami motor. Modifications are described.
12,530. Fly Wheels for Motor-Cars. Arthur Paget, 2,
Harcourt Buildings, Tftmple, London. Juno 8th, 1896.
For electric motors the fly wheel is constructed of a thin cylindrical shell of
copper or other material adapted to be filled with water and which may either
be divided into chambers or compartments or fitted with a vane or vanes so as to
ensure the water partaking of the movement of the fly wheel, so that when the
wheel is charged it is sufficiently heavy to serve as a fly wheel, while, on the
other hand, when it is empty, the wheel adds little to the weight of t he carriage.
For oil or explosion motor-cars the fly wheel is kept charged with water and
serves a» the reservoir from which the water for cooling the engine is obtained,
the circulation of the water being maintained in any suitable manner. A con-
venient way Is to cause the water to circulate from the flv wheel to the cylinder
through the crank shaft ami hearings. Holes are bored through the crank shaft
communicating with the interior of the fly wheel, and suitable connections are
made with the water ways in the crank shaft through the bearings fitted with
stuffing boxes. However little water there may lie in the wheel, such waterwill
by centrifugal action be found at. the rim, and consequently the connections
should be adapted and arranged so as to collect the water at the periphery. The
return pipe by which the water is collect ed is so arranged as not to partake of
the movement of the flywheel, being carried on a bearing at the outer side of
the fly wheel fitted with a stuffing box.
10,345. Stopping Apparatus for Motor-driven and other
Road Carriages. Walter Woolidge, Strand, South-
ampton. May 14th, 1896.
Relates to a stopping apparatus or mechanism for road carriages or road
motor-carriages, consisting of one or more projections or recesses formed on or
in or attached to one or more of the wheels of the vehicle or some revolving part
contiguous thereto ; of a shape suitable to impart a reciprocating motion to a
pump, rod, or lever engaging therewith ; a brake or brakes operated thereby ; a
lever or rod, or levers or roils, operated by the said projections or recesses for
forcing the brake into action, and provided with non-return checks or clutches,
means for releasing said clutches by manual power, arranged so that unless held
out of action by the peraon in charge, the vehicle is certain to be stopped after
travelling the distance to which It may be set, and meant? for setting to stop at
anv deslied distance.
11,506. Railway and Road Vehicles Driven by Oil Motors.
John Magee, 36, Pembroke Street, Glasgow. May 27th,
18d6.
The motor is so constructed that the cranks revolve in a closed chamber. The
motor is geared to the driving axle of the vehicle by means of ropes or belts, or
by means of chains and pulleys. The brake for road" vehicles consists of two bars
or brushes, one at each side of the vehicle, which are brought into contact, with
the road. The wheels of the vehicle are so constructed that the spokes act as
springs. This is accomplished by bending or coiling the spokes in a peculiar
manner so as to give sufficient strength and at the same time considerable
elasticity. An alarm whistle may be provided which is actuated by the burnt
gases from the motor.
To enable the vehicle to turn in a small space, any of the wheels can be
allowed to run loose on the axles. The brakes can he operated by means of the
exhaust gases acting on a piston or diaphragm connected with the brakes. The
vehicle can be reversed by simply reversing the engine, or by means of the chain,
rope or l>elt gearing, the engine running in one direction only.
To keep the cylinders cool a small tank is employed with water in it; also a
pump to force or exhaust air from the jackets of the cylinders . The exhaust
gases may alHO be employed to assist in cooling the cylinders. A pump exhausts
the air from the cylinder jacVet, then a small jet of the exhaust gases at a high
pressure is projected into the jacket, a partial vacuum being in the jacket the
sudden expansion of the exhaust gases lowers the temperature. The exhaust
gases can also be utilised to give a constant feed of oil to the motor by being
allowed to act on the surface of the oil and subject it to compression, orto act on
a piston or pump for forcing the oil.
12,100. Oarburetting Apparatus. Prosper Hereng, 113, Rue
Roy ale, Brussels, Belgium. June 3rd, 1896.
The object is an apparatus for the carburetting of hydrogen, produced by the
process of chemical decomposition of water by means Of tie reaction of an acid
on a metal, or by any other process, as well as for the carburatiou of common
coal or illuminating gas.
The reservoir, which may l>e cylindrical or of any other suitable form, is made
of copper, iron, aluminium, lead, or other metal," and may be covered outside
with cement. It is surmounted by a lid, fastened by means of boltB and winged
screws to the collar of the reservoir. This lid is furnished with a tubulure,
having a screw-threaded capsule for the introduction of the liquid, with a
tubulure having a tap as an outlet for the earburettcd gas, and with an opening
for the introduction of a pipe for the passage of the gas, it being also provided
with a tap. This pipe plunges to near the bottom of the reservoir and is ter-
minated by a recipient which may be cylindrical or of any other suitable form,
perforated iirall its walls.
The reservoir is provided laterally with a level-Indicator, and, in its lower part,
with a discharge-tap to regulate tlie level of the carburetting body.
TANDEM
ANTI-
FRICTION
METALS
Are manufactured entirely on scientific principles, and
Are claimed to be absolutely the Best Alloys for Anti=Friction purposes.
Anxious to remain
^FEEXI X'OXfcXraCOSn? XCT V^ZXI Bg-A/KH* H'X',
And to adopt any improvements, competition metals are constantly analysed by us. So far, however, we have found no reason to moke any
change in the composition of our Standard Alloys, which are now
The Result of Fifteen Years' Experience and Exhaustive Tests by Practical Men, and
OVER 3,000 CUSTOMERS ALL OVER THE WORLD.
TANDEM METALS fulfil better than any other their
purpose, and are therefore —
The Host Economical,
The Least Wearing,
The Host Durable,
Friction Preventing,
Resistance Reducing,
Journal Preserving,
Power Increasing.
Lubricant Saving,
ANTI-FRICTION METALS.
BEWARE OF IMITATIONS OR ALLOYS SOLD AT DOUBLE OR TREBLE THEIR PRICE. "•!
Apply fur Illustrated Catalogue, Tests, Testimonials, &c, and Sample Ingots, which are lorwarded free of charge.
THE TANDEM SMELTING SYNDICATE, LIMITED,
QUEEN VICTORIA STREET, LONDON, E.C.
Telegraphic Address -" AN ALTZINO."
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%\\ lllttstratefr Ponl^Ig $oitmaI.
YOL. II.
FROM OCTOBER, 1897, TO SEPTEMBER, 1898.
F. KING AND CO. (LIMITED), 62, ST. MARTIN'S LANE,
CHARING CROSS, W.C.
1898.
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INDEX TO VOL. II.
Accident*, 23, 62, 71, 133, 216, 247, 288,
303, 354, 886, 400, 409, 461, 491, 494.
Accumulators, 81, 84, 87, 111, 172, 233, 255,
276, 285, 339, 345, 381, 386, 421, 473.
Accumulator traction on rails and ordinary
roads, 81, 84, 265.
Acetylene, 12, 63, 89, 137. 233, 286, 417, 434.
„ Exhibition, 434.
Agricultural Hall Exhibition, 457.
A halting vestry, 118.
Alcohol in prime moron, The use of, 51.
Allan accumulator, The, 233.
Aluminium bronze, 16.
American electric moto-vehicles, 399.
„ notes, 46, 84, 399.
„ Society of Mechanical Engineers,
84.
An early electrical carriage, 246.
Annuaire General de la v elocipede de 1' Auto-
mobile (Review), 22.
Answers to correspondents, 18, 69, 99, 139,
179, 219, 268, 801, 347, 403, 443, 479.
Austen's patent wheel-making machine, 292.
Automobile Association (Ld.), The, 388, 458,
462-478.
„ Club of Belgium, 222, 234, 275,
279, 311, 354, 369, 429.
„ Club of France, 10, 74, 354, 356,
429, 481.
„ Club of Great Britain, 83, 186,
224, 264, 272, 288, 348, 398,
403, 415, 446, 494.
i „ Engineers' Discussion Club, 391.
„ fiasco, The, 174.
„ house, An, 66.
Automobiles sur Bails (Review), 416.
Automobilism and fire-engines, 101, 197, 222,
394, 463.
„ and Socialism, 444.
„ and street noises, 456.
„ in Austria, 435.
„ in France and England, 434.
„ in Liverpool, 99, 117, 448.
„ on roads, by W. Worby
Beaumont, M.LC.E., &c.,
195, 239, 277.
„ c. dear forage, 449.
Automotor exchanges, 61.
„ journals, 89, 187.
Automotob testing laboratory, Thk —
Bickford's petroleum burner, 423.
Lombard corrugated rim, 423.
Wells and Co.'s lubricating oil, 423.
Bankruptcy Court —
Bennett, B. B., 26.
Cycle and Motor Accessories Co., 450,
494.
Fleet Cycle Co., 450.
Hall, R. V., and Co., 871.
Hersee, S. J., 26.
Leather-8hod Wheel Co., 495.
Monkhouse, C. E., 371.
Bamsay, W. D., 410.
Bankruptcy Court (coutd.) —
Salocin Wheel Co., 261, 494.
Smith, Albert, 411.
Stewart, C. Nigel, 133.
Universal Electric Carriage Syndicate,
52.
Barr, Andrew W., 350.
Beaumont, W. Worby, M.T.C.E., &c, on the
horseless carriage industry, 23, 86, 106,
175, 195, 288, 277.
Bedford, J., on springs, 281.
Beeston Motor Co., 364.
„ Pneumatic Tyre Co., 870.
Bens motor, 294.
Berlin and moto-vehicles, 57, 73.
Bessemer, Sir Henry, 279.
Better late than never, 203.
Bickford petroleum burner, 276, 295, 423.
Bicycles, The efficiency of, 248.
Birch's Manual of Cycle Companies (Review),
70.
Blackpool Motor Car Co., 91.
Blot accumulators, 62, 229.
Boilers, 2, 16, 160, 226, 246, 248, 312, 386,
406.
Bowden's mechanical transmitter, 27.
Bradbury and Co. (Ld.), 184.
Brick roadways, 188.
Brighton and motor-cars, 284.
Britannia Motor Carriage Co., 52, 91, 124.
British Electric Traction Co., 251.
„ Hydraulic Jointing Co., 392.
„ Motor Syndicate, 53, 92, 103, 133,
140, 234, 803, 348, 868, 370, 393,
409.
„ Motor Syndicate and Great Horaeless
Carriage Co., 19, 92, 125-131, 133,
348.
„ Motor Syndicate o. Universal Motor
Carriage and Cycle Co., 408.
Bronzes and alloys, 16.
Brown's steam carriage, 167, 482.
Brussels-Spa meeting, 354.
Buffalo injector, The, 145.
Burners, Liquid fuel, 118, 276, 295, 423, 4S9.
Cab competition, Paris, 377.
Cail motor, 355.
Caledonian Motor Car and Cycle Co., 52.
Cambier and Co.'s moto-vehicles, 391.
Canal automobilism, 31, 75, 88, 111, 164, 865.
Carbide calcium. See Acetylene.
Carburettor, 467, 473, 490.
Carriage of petrol, 368.
Catxier't Magazine, 418, 487.
Catalogues, 22, 71, 103, 142, 177, 232, 274,
305, 354—
Albone, D., 274.
Alley and Maclellan, 232.
Ardwick Engineering Co., 305.
Bagshaw and Sons, 305.
Barker, T., and Co., 71.
Boiling and Lowe, 142.
Cambier, Th., and Co., 71, 274.
Catalogues (contd.) —
Corbett, T., 177.
Cary, W. E., 419.
Daimler Motor Co., 305.
Davey, Paxman, and Co., 22.
Dunkley, W. H., 274.
Electrical Power Storage Co., 71.
Edison and Swan, 71.
Elliott Bros., 103.
Ernest Scott and Mountain, 419.
Harvey, Julius, and Co., 419.
Hey wood and Bridge, 805.
Holden and Brooke, 305.
Humber Co., 103.
International Electric Co., 22.
„ Motor Car Co., 28.
Kelham Rolling Mills, 805.
Mannesmann Tube Co., 22.
Measures Bros., 71.
Mirlees, Watson, and Yaryan Co., 232.
Monarch motor, 864.
Motor Car Co., 71.
Newall, R. S., and Son, 22.
Newton Machine Tool Works, 22.
Parsons, C. A., and Co., 232.
Pope Manufacturing Co., 71.
Reliance Lubricating Oil Co., 103.
Richard, G., and Co., 22.
Robey and Co., 71.
Roller Bearings Co., 274.
Ronnebeck, HT, 282.
Sargeant, W. S., and Co., 22.
Smith, Parfrey, and Co , 305.
Stirling, J. and C, 22.
Trusty oil engine, 142.
United Ordnance and Engineering Co.,
805.
WeatheriU, 305.
Characteristic factor in the power of petrol
motors, 221.
Chelsea Vestry and motor dust-carts, 241.
Clacton and moto-cars, 284.
Clarkson and Capel's liquid fuel burner, 172.
„ T., on moto-car machinery, 272.
Clayton and Shnttleworth's traction engine,
85.
Clergymen on motors, 10*.
Club notes, 62.
Clutch, Herschmann's hydraulic, 436.
Coach builders and automotors, 17.
Ccachmakers' Company, 15, 119.
Coefficient of merit for automotors, 21.
Coil clutch, 141.
Columbia electric carriage, 46.
Companies registered. See New companies.
Company matters, 28, 62, 91, 123, 184, 229,
251, 292, 307, 357, 392, 439, 491.
Condensers for steam vehicles, 244.
Congestion of the city traffic, 265.
Continental notes, 7, 14, 15, 67, 64, 86, 87,
97, 132, 134, 168, 183, 198, 204, 221, 228,
252, 260, 297, 307, 310, 354, 366, 369,
377, 421, 430, 432, 435, 450, 496.
Continental trials of petroleum and steam
motors, 297, 429.
a 2
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IV
INDEX.
Contour Road Book of England, 273.
Cork as a paving material, 446.
Corporations and moto- vehicles, 24, 41, 118,
119, 122, 132, 143, 204, 242, 218, 284,
430, 480. « . • .
Correction, 141.
Correspondence, 30, 72, 103, 149, 185, 234,
275, 811, 368, 419, 452, 497—
Adamson, A., 27C.
Allen, A. J., 30, 72, 150, 236, 419, 452,
498. •
Anonymous, 30, 74, 150, 185, 311, 368,
498.
Austin, H., 236.
Automobile Club of Belgium, 234, 275,
311, 369.
Automobile Club of France, 185.
Barroclough, W., 150.
Bowden, J.T., 276.
Brereton, A., 311.
Carless, Capel, and Leonard, 309.
Cavour, O., 185.
Coombs, G-., 452.
Cooke, F. I., 73.
Cragg, A. C, 103.
Dabson, A., 30.
Daimler Motor Co., 275.
Davis, H. T., 151.
Douglas, A., 74.
Edinburgh Motor Car Co., 452.
Elieson. Lamina Accumulator Co., 73.
Evans, H., 276.
Falkirk Motor Co., 497.
Finney, J., 497.
Flaxman, A. E., 149.
Fly-wheels, 276.
Frentzel, F., 74.
Gowan, F. M., 369, 419.
Harrison and Co., 73.
Harvey, Julius, and Co., 150.
Hunter and Co., 369.
Hyndman, H. H. F., 275.
Jones, A.. 276.
Knight, J. H., 73, 234, 312.
Knohlauch, L., 78.
Lancashire Steam Motor Co., 275.
Lemoine, R., 185.
Lister, F., 236.
London Motor Car Works Co., 234.
„ „ Van and Wagon Co., 104.
Love, John, jr., and Co , 149.
Melling, J., 277.
Mitchell, A., 234.
Motor Carriage Supply Co., 235, 275.
Payne, B. A., 235, 276.
" Petrol," 103.
Boots and Venables, 234.
Salomons, Sir David, 30.
Simms, F. R., 452, 452, 498.
Simpson and Bodman, 149.
J., 150.
Sporton, H., 72.
Sportsman's Exhibition, 311.
Stanley, W., 30.
Tuit, Rev. A., 104.
Tuke, J. E., 104.
Walter, E. J., 185.
Wooltdge, W., 74.
Wrightson, E., 185.
Cost of electric traction, 228.
,, locomotion in Paris, 87.
Coulthard steam wagon, 84.
Country roads, 412.
Coventry Bollee, A., 10.
Critchley, J. S., on the Daimler motor, 136.
Crocker- Whoclcr motor, 489.
Crowdus storage battery, 276, 311.
Crypto Co.'g system, The, 216.
Customs duties, 289, 344.
Cycle and Motor Accessories (Ld.), 450, 494.
„ construction, Some points in, by F. J.
Osmond, 76.
„ gearing, 276.
Cyclometers, 175, 309.
Cylinders and shafts, 231.
Daimler Motor Co., 13, 26, 30, 55, 136, 236,
275, 352, 365, 372, 440.
Dance's steam carriages, 5.
Davis's steering gear, 110.
Dawson, Philip, on mechanical features of
electric traction, 156, .193, 236.
De Dion tricycle, 150.
Deprez, M. Marcel, on motive power, 11.
Design of automotor vehicle engines, 86.
„ „ vehicles, 299.
Diesel oil-motor, 161, 204, 841.
Differential gear, 68, 385, 435.
Disfiguring the Thames Embankment, 221.
Dorey's carburettor, 490.
Duchesse d'Uzes, The, 411.
Dundee Tramway Co., 215.
Dunkley's gas motor, 400.
Duplex motor, 488.
Diirr's burner, 489.
Duryea motor, The, 74.
Dust-cart, Steam, 24.
Dyer, R.A., Colonel, 279.
Eastern, Anderson, and Goolden's steam
valves, 259.
Eayrs, J., on brick roadways, 188.
Economical use of steam in non-condensing
engines, 339.
Efficiency of bicycles, 249.
Electrical differential gear, 435.
„ engineering, 147.
Power Storage Co., 392, 439.
Electrical Review, The, quotations from,
84, 103, 227, 228, 230.
Electrical road traction, 147.
„ traction coefficients, &c, 386.
Electric and General Investment Co., 184.
„ cabs, 17, 65, 87, 122, 176, 308, 377,
393, 421.
„ carriages in Berlin, 204.
„ motors, 88, 415, 474.
„ power from sea waves, 446.
„ Street Car Manufacturing Co., 91,
251.
„ traction, 45, 51, 57, 72, 81, 84, 147,
156, 185, 193, 227, 228, 229, 233,
236, 251, 251, 255, 291, 357, 365,
377, 886, 476.
„ vehicles, 17, 44, 46, 65, 90, 146, 204,
243, 245, 287, 290, 808, 345, 377,
399, 458, 460.
Electro Dynamics (Review), 416.
Elieson electric cab and van, 290.
Ellis, Jesse, and Co.'s automotor wagon, 87,
373.
Enfield steam carriage, 72.
Engineering, quotations from, 174, 248.
„ Magazine, 70, 86, 102, 177, 274,
305, 839, 418, 487.
Engineers' strike, observations on the, 180.
Engineer, The, quotations from, 13, 45, 89,
222, 250.
E. P. 8. batteries, 226.
Epstein Electric Accumulator Co., 231.
., L., on accumulator traction, 81, 84,
315.
Essentials of Gearing, The, by G. C. Anthony,
A.M., 231.
Evolution of the moto-vehiclc, The, 219.
Exhibitions, 4, 432, 434, 457.
Explosions, 71, 88, 246, 386.
Fact and fiction, 260.
Faure-King traction cell, 111.
Ferry rates, 452.
Fire Brigade and automobilism, The London,
197, 437, 453.
., engines and automobilism, 57, 73, 101,
185, 198, 222, 247, 309, 394, 437, 453.
„ extinguishing fluid, 477.
„ floats, 247.
I First death by a moto-carriage, 23.
Fischer Equipment Co., 399.
Flash boilers, 74.
„ point of petroleum, The, 265, 404
415, 419, 481.
Fletcher, W., on Dance's steam carriage*, 5.
Fori>es*B liquid fuel regulator, 164.
Foreign notes. - See Continental notes.
French heavy trials, 7, 14, 86, 134, 168, 198,
481.
,, law of moto-vchicles, 352.
„ light petroleum motors, weights of,
56.
„ notes, 10, 17, 23, 44, 66, 222, 252.
260, 377, 394, 411. See also Con-
tinental notes.
„ regulations for automotora, 6, 30,
289, 352.
Friction clutch, 62.
Fuel cost calculator, 26.
„ oil, 13.
Fulmen storage cell, 286, 378-384.
Garnet du Chauffeur. (Review), 417.
Gas and Oil Engines, by F. Grjver (Review),
22.
„ motor bath chair, 400.
Gearing, 25, 74, 83, 110, 150, 151, 199, 217,
231, 338, 386, 414, 420, 435, 436, 490.
Oenie Civil, quotation, 11.
German silver, 17.
Girling Cycle and Motor Car Co., 123.
Gordon electric battery, 411. .
Graphic, quotation, 4.
G. R. Blot and Co. (Ld.), 52, 229.
Great Horseless Carriage Co-., 91, 125-131,
133, 149, 184, 370, 409.
Great Horseless Carriage Co. and the British
Motor Syndicate, 19, 92, 125-131, 133.
Grover; F., on modern gas and oil engines,
22.
Gulzow-Fiedler accumulator, 87, 172.
Hackney and automobilism, 436.
Halstead and Horsburgh's friction clutch,
62.
Hammering, The work done in, 357.
Hampstead roads, The, 496.
Hastings Cvcle and Motor Car Co., 184.
Headlands Battery Co., 52, 90, 460.
Heat of combustion of acetylene, The, 137.
Heilmann electric locomotive, 57, 305.
Herschmann's hydraulic clutch, 436.
High or low test petroleum, 139, 175, 431.
Hornsby, Richard, and Sons, 91.
Horse and moto-vehicle accidents, 247.
Horse-drawn cabs v. electric cibs, 176.
Horse-keep v. motor-keep, 449.
Horse-power of automotor vehicles, 90.
„ of petrol motors, 479.
Hospitalicr, E., on electrical traction, 386.
„ on petrol motors, 221.
How to employ all the wheels of vehicles for
propulsion, 216.
How, T. W., on roller bearings, 37.
H umber and Co., 91.
Hunter's oil-motor, 148, 369.
Hydraulic jointing, 350, 392.
Digitized by
Google
INDEX.
Ideal traction cell, The, 84.
I.E.8. Accumulator Co., 26, 176.
Ignition apparatus, 411, 461.
In aid of automobilism, 117.
Indiarubber, 24.
Injectors, 145.
Institute of British Carriage Manufacturers,
17, 447, 472.
„ Electrical Engineers, 81.
., Marine Engineers, 42.
„ Mechanical Engineers, 31, 75,
76, 111, 154, 156, 193, 236.
I usurance rules (electrical) ,177.
Inventions. See Patents.
Inventors, To, 293.
Irish Motor Car and Cycle Co., 29, 52, 292.
Jeanteaud electric cabs, 379.
Jenkins, Khys, on gearine, 338.
John o'Groats to Land's End on a moto-
vehicle, 56.
Journalists on automobilism, 493.
Joy's steam valve, 492.
Judges at the Birmingham trials, The, 406.
Kelvin's law of economy, 1.
Kingdon's steam valves, 307.
Koiglit, J. II., on light oil-motors, 367.
Krieger electric system, 229, 308, 378.
Lamina Accumulator Co., 409, 450.
Lancashire Steam Motor Co.. 253, 264, 3!U.
La Voiture de Demain (Review) , 486.
Law reports, 26, 69, 93, 133, 176, 232, 271,
291, 370, 408, 436, 450, 494.
Leather-Shod Wheel Co., 53, 232, 495.
Leicester and moto-carts, 45.
Lee Poids Lourds, 7, 14, 86, 134, 168, 198, 481.
Light oil-motors, by J. H. Knight, 367.
Lights for vehicles, 436.
Lindsay's coil clutch, 141.
Liquid* fuel, 203, 399.
burners, 118, 172.
„ regulator, 164.
Liquid Fuel Co.'s moto-vehicles, The, 89,
137, 140, 142, 150, 188, 204, 326, 887, 361,
401, 447.
Little, G. H., on design of heavy vehicles,
189, 212.
„ on differential gear, 385.
„ on the flash-point of petro-
leum, 404.
Liverpool and Manchester light railway
scheme, 448.
,, Engineering Society, 231.
„ heavy trials. See Self-Propelled
Traffic Association.
„ Motor and Cycle Show, 172.
Locomotives on Highways Act, The, 179,
443, 452.
London cab fares, 68.
„ Electric Cab Co., 84, 184.
Electric Omnibus Co., 91, 123, 229.
„ General Omnibus Co., 216, 440, 491.
„ Steam Omnibus Co. (Ld.), 393, 422.
Longuemarre carburettor, 467.
Low-test petroleum, 175.
Lubricants, 87, 417.
Lu-Mi-Nuni Manufacturing Co., 392, 393.
Lundell electric motor, 474.
Madelvic Motor Carriage Co., 229.
Magisterial prejudice, 26.
Manchester and electric traction, 45.
„ Association of Engineers, 87.
Manganese bronze, 16.
Manhole joints in boilers, 16.
Mansfield moto-vehicle service, 401.
Maxim's automotor, 48, 104.
Mechanical Engineer's Office Companion
(Review), 487.
„ features of electric traction, bv
Philip Dawson, 156, 193, 236.
propulsion on canals, 31, 75, 111,
154.
,, transmission system, 27.
Mlfhanlcal World, quotation, 4, 203.
Medical man on moto-vehicles, A., 204.
Merryweather's motor fire-engine, 309.
Metalling for roads, 277.
Methods of obtaining motor power, 11.
Metropolitan District Railway Co., 357.
Midland Cycle and Motor Car Exhibition,
251.
Military, The, and automobilism, 65, 497.
Monopoly of automotor manufacture, 103.
Moto-cars and Maidstone, 47.
,, and the Lord Mayor's Show, 73.
., and the Motor Car Act (Review),
102.
„ for Northumberland, 110.
Motor Car Attachment Co., 277.
Club, 83, 364.
Co., 142.
„ Emporium (Ld.), 137.
„ machinery, 472.
Motor Carriage Supply Co., 275, 453.
„ Manufacturing Co., 358.
Moto-tricycles v. trains, 248.
„ vehicles without differential gear. 199.
Narrow v. broad tyres, 284.
National Cycle and Motor Car Insurance Co.
439.
„ Show, The, 90.
„ Traction-Engine Owners' and Users'
Association, 94.
Nautical Automobilism, 48, 61, 88, 182, 247.
365.
New and Mayne (Ld.), 26, 53, 69, 93, 148.
„ Beeston Co.'s reconstruction, 28, 52
228.
New companies registered, 29, 56, 98, 181
184, 231, 257, 292, 360, 393, 441, 491—
Abel Morrall, 184.
Austen's patent wheelmaking machine
184.
Automatic Conveyance Co., 251.
Automobile Association, 441.
„ Proprietary, 131.
Automotors, 231.
Baku Russian Petroleum Co., 431.
Beeston Cycles (Continental), 231.
„ Motor Co., 56.
Bell Hall Tyre Syndicate, 441.
Birmingham Manufacturing Co., 3G0.
Blenheim Cycle Co., 56.
Boulton and Paul, 131.
Bradford and District Cycle and Motor
Car Traders' Association, 93.
Brayton Oil-Motor Co., 184.
British Alcoiite, 361.
„ Automotive Proprietary Syndi-
cate, 252.
„ Hydraulic Jointing Co., 361.
„ Wagon Co., 231.
Cam Gear Syndicate, 393.
Challiner and Willoughby Carriage Tyre
Co., 361.
Chitty Dynamo and Motor Co., 181.
Collins's Patent Lever Gear Co., 361.
Compound Hydro-carbon Motor Syndi-
cate, 491.
New companies registered (coutd.) —
Co-operative Cycle Manufacturing Co.,
184.
Cosmopolitan Cycle and Motor Works,
29.
Coventry Accessories, 231.
Craven Cycle Co., 56.
Crewdson, Hardy, and Co., 441.
Croll's Improved Brake-Holder Co., 29.
Cycles (Ld.), 184.
Cyclists' Chalet Co., 56.
Dare Manufacturing Co., 252.
Davidson's Air-Car Construction Syndi-
cate, 56.
Delacroix Motor Syndicate, 184.
Devon Traction and Motor Co., 252.
Drake and Gorham Electric Power and
Traction (Pioneer) Syndicate, 361.
Dublin Carriage and Rubber Tyre Co.,
132.
Dunlop Motor Co., 56.
E. C. Clark, 93.
Edward Foster and Sons, 56.
„ Preston and Sons, 184.
Edwin Clark and Co., 56.
Egdell Cycle and Engineering Co., 393.
Electrical Vehicle Syndicate, 29.
Electric Hansom Cab and Carriage Syn-
dicate, 132.
„ Horso Promotion Syndicate,
292.
„ Light and Power Co., 293.
„ Railway and Tramway Carriage
Works, 29-'.
„ Street-Car Manufacturing Syn-
dicate, 93, 132.
Endurance Motor Co., 184.
Falkirk District Motor Co., 361.
Farley Cartman Co., 491.
Felsehe's Patent Tube Joint Syndicate,
292.
F. Jackson and Co., 132.
Fleet Cycle Co., 29.
Glasgow and West of Scotland Motor
Car Co., 132.
Gloria Cycle Co., 231.
G. R. Blot and Co., 56.
Henry White and Co., 132.
Hillsdon and Stones, 292.
Hoffmann Manufacturing Co., 184.
Holden Juvenile Cycle Co., 132.
Home and Colonial Cycle Supply Co.,
184.
Hopkins, Taylor, and Co., 231, 252.
Humburto Patent Cvcle and Engineer-
ing Co., 393.
Hydro -Pneumatic Traction Syndicate.
132.
Indian Cyclo and General Engineering
Co., 93.
International Engine Patents Develop-
ments Co., 231.
„ Steam Carriage Syndicate,
132.
Jackson and Harrison, 491.
Jesse Ellis and Co., 252.
Joseph Lucas, 93.
Kendal Bicycle Co., 361.
Kodak Cycle Co., 56.
Lancaster Light Railways. 292.
Langdon-Davics Electric Motor Co., 181.
231.
Levland and Birmingham Rubber Co.,
361.
Licensed Tyre .Syndicate, 56.
Liverpool and District Cycle Trades'
Association, 491.
Cycle and Motor Show, 491 .
London Electrical Carriage Co., 29.
a :i
Digitized by
Google
VI
INDEX.
New companies registered (contd.) —
London Electrical Coupe Co., 29.
Van Co., 29.
„ Steam Omnibus Co., 893.
Lu-Mi-Num Cycle Co., 393.
Madelvic Motor Carriage Co., 184.
Manchester Acetylene Gas and Carbide
Co., 231.
Mansfield Motor Car Co., 292.
Martini Ozone Co., 491.
Maxim Autocar Syndicate, 184.
Middlesex Railways Extension (Motor
Scheme), 132.
Monarch Manufacturing Co , 293.
Mossberg Roller Bearings, 301.
Motor and Cycle Trades Club, 491.
„ Car Emporium, 93.
„ Carriage Supply Co., 184.
„ Manufacturing Co., 184.
„ Omnibus Syndicate, 252, 293.
,, Touring Co., 491.
„ Van Syndicate, 361.
New Coventry Co., 231.
„ Power Syndicate, 231.
„ Raleigh 'Cycle Co., 184.
„ Rock Cycle Manufacturing Co.,
184.
„ Rossleigh Cycle and Motor Co.,
252.
Northampton Cycle Traders' Association,
132.
Northern Counties Electric and Motor
Co., 184.
Nottingham and District Cycle, Motor
Car, and Accessories Exhioitions Co.,
293.
Paris Automobile Cab Co., 252.
Patent Folding Perambulator Co., 132.
„ Wheel and Axle Co., 44L
Perambulator and Manufacturing Co.,
56.
Pneumatic Beer Pump Co., 23!.
„ Direct Propulsion Syndicate,
441.
„ Hub Syndicate, 184.
Porous Accumulator Co., 361.
Power and Traction, 56, 93.
Preston and Beck, 132.
Pretot Mot >r Syndicate, 293.
Railway Developments, 441.
Reavell end Co., 393.
Recreation Moto-ears, 491.
Redditch District Electric Traction Co.,
361.
Ribblesdale Cycle Co , 252.
Rippingille's Albion Lamp Co., 132.
Roland Elastic Wheel Syndicate, 393.
■Samuel Weston, 93.
Saxton and Davies, 184.
Scottish Motor Hiring Co., 293.
„ „ Omnibus and Car Co., 66.
Scott's Engine Syndicate, 29.
Self-Charging Electric Traction Co., 231.
„ Generating Electric Vehicle Light
Syndicate, 56.
Shakespeare, Kirkland, and Frost, 56.
Societe Internationale de Construction
d' Automobiles, 491.
Speed Indicator Co., 1K4.
Starleys, 56.
Surrey Machinists' Co., 251 .
Taxainetcr Syndicate, 231, 251.
Thames Rubber Co., 56.
Thomas and William Cold well Syndicate,
293.
„ Kendrick, 132.
Tudor Accumulator Co., 29.
Turrell Motor Manufacturing Co., 132.
Ulster Carrying Co., 132.
New companies registered (contd.) —
Werner Cadmium Electric Accumulator
Syndicate, 361.
Wheel Manufacturing Co., 93.
White and Middleton Gas Engine Co.,
93.
White's Carriage Co., 491.
Windsor Cycle Co., 231.
Wolverhampton Tyre Syndicate, 184.
W. T. Ellison and Co., 29.
Yorkshire County Cycle Co., 293.
New Electricity Supply Syndicate, 440. «
„ General Traction Company, 360.
„ Motive Power Syndicate, 360. 370.
Newspaper moto-vehicles, 249.
Niblett, J. T., on accumulators, 255.
Northern Society of Electrical Engineers,
147.
Northumberland Agricultural Society's Show,
411.
Notes of the month, 14, 63, 95, 144, 182,223,
250. 296, 353, 414, 438, 476.
" Nymph," The, 88.
Obituary —
Bessemer, Sir Henry, 279.
Dyer, R. A., Colonel, 279.
Hopkinson, Dr. John, 490.
Philipson, John, 413.
Winchilsea, Earl of, 490.
Oil as fuel, 13, 203.
Oil-motors and vehicles, 8, 10, 87, 120, 148,
161, 266, 271, 286, 294, 297, 352, 355, 372,
378, 462-173, 488, 489—
Barriere, 468.
Benz, 294.
Bergmann, 471.
Berret, 462, 463.
Bollee, 10.
Cail, 355.
Cambier, 394, 469.
Compagnie Francaise, 471, 472.
Crocker- Wheeler, 489.
Daimler, 266, 271, 352, 372.
Diesel, 161.
Duplex, 488.
Hille, 473.
Hunter's, 148.
Le Blon, 465, 466.
Mors, 470.
Peugeot, 378.
Porteu, 394.
Pretot, 286.
Richard, 399.
Roots and Venablcs, 120, 372.
Southall's, 8.
Tonting's, 271.
Vallee, 464, 465.
Oil-motors — a characteristic factor. 221 .
„ by J. H. Knight, 367.
„ Weight of French, 56.
Oil, Tendency of, to " gum," 29.
Oldest steam-motor in existence, 407.
Omnibus, A motor, 266, 271, 388.
Oppermann's Victoria, 243.
Osmond, F. J., on cycle construction, 76.
Our idea entirely, 60.
Paignton Improvements Bill, 221.
Panhard and Levassor " No. 6," &c, 177,
260.
Paris-Amsterdam race, 354, 430.
,, Cab Companies, 433.
„ Dieppe race, 23.
„ Exhibition 1900, 391.
„ moto-cab competition, 356, 377-384,
406, 421.
Paris Moto-vehicle Exhibition, 432.
Parsons's steam-motor, 42, 498.
Patent Law, Lectures on, 57.
Patents. See special separate index.
„ applied for, 34, 79, 114, 158, 196,
240, 267, 312, 374, 423, 453, 498.
„ Specifications published (see also
Patents, special separate index),
34, 79, 114, 159, 196, 240, 267.
812, 374, 423-428, 453-456, 498-
500.
Peek, Frean, and Co. adopt moto-vans, 84.
Performances of the Post Office moto-rans,
263.
Personal, 140.
Petroleum as a fuel, by Boverton Redwood.
F.R.S.E., 349.
„ Carriage of. 368.
„ Committee Report, 419.
„ High or low test, 139, 265, 394,
404, 419, 431.
„ Prise of, 275, 415.
Petrol storage, 342, 369, 419.
„ stores, 284, 312, 315.
„ vehicles. See Oil-engines.
Peugeot vehicles, 378.
Philipson and Toward's steam vehicle, 289.
„ John, and automotors, 17, 413.
Pneumatic tyres, 310, 391.
Police and automotors, 134, 176, 23?, 273,
291, 352, 871, 410, 450, 495.
Pope Motor Manufacturing Co., 46.
Post Office and automobilism, The, 96, 101,
140, 143, 150, 183, 268, 480, 481.
Powers of local authorities, 221.
Practical Treatise on Modern Gas and Oil
Engines, by F. Grover, 22.
Press and automobilism, The, 60, 63, 64, 68,
140, 181, 260, 275.
Pressure of air on vehicles, 811.
Pr&ot moto-vehicle, 286.
„ speed gear, 25.
Prices of moto-vehicles, 250.
Prince of Wales and automobilism, The, 96,
393.
Proceedings of technical societies, 31. 37, 42,
57, 75, 81, 111, 147, 154, 193, 231, 238,
277, 412.
Progress of automobilism — the fusion of
interests, 403.
Prony and Poncelet, The, 342.
Pygmee motor, 236.
Racing and high speed on roads, 61.
Railway News, The, quotations, 204, 228.
Raworth, J. 8., 147.
Redwood, Professor Boverton, on petroleum
as a fuel, 849.
Referee automatic pump, 357.
Regulations lor automotors, French, 6, 20.
,» „ lights, 436.
Reservoir Hub and Components Co., 360.
Resistance of vehicles in rounding curves,
45.
Reviews of books (see alto Catalogues), 22,
70, 102, 142, 176, 2:11, 273, 304, 354, 406,
416, 449, 486.
Richard moto-vehicles, 399.
Riker electric carriage, The, 146, 287, 458.
RiskB of horse driving and riding, 100.
Roads, 299, 412.
Road traction data, 175.
Robinson, Leslie, Mechanical propulsion on
canals, 31, 75, 111, 154.
Soger, M., Death of, 132.
Roller bearings, 37, 103, 152.
„ „ Company, 65.
Rolls, Hon. C. S., 177.
Digitized by
Google
INDEX.
vn
Roman roads, 299.
Roots and V enables' oil • motors and
mechanism, 120.
Roots and Vennbles' moto-vans, 84, 372.
Rosser Cycle and Brake Co., 176.
Rosaleigh Cycle Co., 29, 393.
Royal Agricultural Society moto-car com-
petition, 110, 872, 406, 406.
„ Lancashire Agricultural Society, 437.
Salocin Patent Wheel Co., 251, 494.
Salomons, Sir David, 21, 30, 171, 363, 434,
444.
Sanitation and Automobilism, 481.
Sergeant's water-tube boiler, 248.
Scarborough accident, The, 303.
Science abstracts, 417.
„ and Engineering, 1837-1897 (Review),
804.
" Scotte " system, The, 44, 437.
Scottish Motor Hiring Co., 292.
„ „ Omnibus and Car Co., 409.
Self- Propelled Traffic Association and the
Automobile Club of Great Britain, 398,
403.
Self-Propelled Traffic Association (London),
105, 151, 189.
Self-Propelled Traffic Association (Liverpool
Centre), 25, 59, 66, 105, 117, 151, 152, 189,
205, 255, 279, 293, 302, 317, 367, 395, 441.
443, 444, 494—
Accumulators and their application to
traction on common roads, by J. T.
Xiblett, M. Inst. E.E., 255.
Beaumont, W. Worby, on self-pro-
pelled vehicles, 106.
Design of automobile vehicles for heavy
traffic, by G. H. Little, 189, 212.
Heavv weight competitions, 59, 66, 141,
151, 205, 220, 279, 293, 302, 317, 347,
349, 367, 419, 441, 444, 494.
Liverpool City Council and the heavy
trials, 117, 421.
Report of Second Session, 1897-98, 395.
„ on French trials, 7.
Steam rood-vehicles, by D. H. Simpson
and W. L. Bodman, 206.
Steel springs for moto-cars, 281.
Scrpollet system, The, 108, 118, 150, 215,
363.
Sign-posts for automobilists, 10.
Silicon bronze, 16.
Simms's magneto igniter, 461.
Simpson and Bodman on steam road-vehicles,
206, 219, 222, 226, 234.
Simpson and Bodman's boiler, 226.
„ „ steam van, 298.
•Six-wheeled vehicles, 150, 452, 452, 498.
Smyth, W. (Review), 102.
Society of Engineers, 195, 239, 277.
Solder, aluminium, 17.
Some difficulties of motor-vehicle construc-
tion, 166.
Sonthall's oil-engines, 8.
Southern Motor Car Co., 399.
Specifications of tram rails, 480.
Speed gear, 25, 74, 150.
„ table, 400.
Spiers and Pond's " Lifu " van, 447.
Sportsman's Exhibition, 254, 311.
Sports Modernes, Les, 418.
Spreading the light, 175.
Springs for molo-cars, 281.
Stable fires, 60.
Stanley Cycle Show, 104.
Steam boilers, 2, 16, 150, 226, 246, 248, 312,
386, 406, 437, 484.
„ Carriage and Wagon Co. (Ld.), 199,
244.
„ carriages, 5, 21, 167, 289, 363, 401,
432.
„ condensers, 244.
„ dust-cart, 24, 386.
„ economical use of, 339.
,, engines, 85.
„ fire-engines, 309.
„ motors, 42, 108, 137, 248, 253, 297,
317, 361, 388.
„ omnibuses, 388, 393.
„ road-vehicles, by W. H. Simpson
and Bodman, 206.
„ tractor, 448, 482.
„ tromcars, 215,- 386.
„ valves, 259, 307, 492.
„ vans, 447.
„ wagons, 84, 88, 253, 298, 317-338,
373.
Steering, 30, 110, 151, 276.
Stirling's moto-carriages, 21.
Storage battery traction, 227, 473.
StreettThffic of London, The, 204.
Strength of cycle frames, 293.
Sydenham and Wilkinson's gearing arrange-
ment, 216.
Talcine, 87.
Tangye's reversing gear. 420.
Taxameter, The, 251.
Taxation, 204, 228. >
Tenting's petrol omnibus, 271.
Testing feed water, 310.
„ secondary batteries, 339.
„ tyres, 249.
Thames Ironworks Quarterly Gazette, 70. |
Thames River service, The, 48, 61, 182, 247.
Thornycrof t's boiler, 2, 329.
„ condenser, 244.
„ six-wheeled lorry, 327.
„ steam dust-cart, 24, 336.
„ stuffing box, 96.
Three or four wheeled cars, 236.
Three-ton limit, 443.
Toward and Co.'s steam tractor, 448, 482.
Tractional force, 404.
Traction engines, 85.
„ on highways, Sir David Salomons,
Bart., 21, 171.
Tram rails, Specifications of, 430.
Tramways, Duncan's Manual of, 418.
Transactions of the Liverpool Engineering
8oeiety, 231.
Tratman, E. E. Russell, C.E., on roads, 412.
Tricycles, 470, 471, 472, 473.
Tunbridge Wells and automotors, 177.
Tyre manufacturers combine, 476.
,. or tire, 349.
Tyres, 249, 284, 349, 391, 476.
Universal Electrical Directory, 232.
„ Motor Carriage and Cvcle Co.,
408.
Use of alcohol in prime movers, The, 51.
Valves, Joy's gear for, 492.
„ Eiugdon's steam, 307.
„ of small steam-motors, 259.
Vestries and automotors (see also Corpora-
tions), 118, 119, 132, 143, 204, 241, 496.
Vibration of motors, The, 301, 311.
Volume of trade passing through Liverpool,
The, 107.
Ward Electrical Car Co., CO, 176.
Warwickshire and automotors, 174, 170.
Weidknecht boiler and system, 312, 388.
Weight of French petroleum motors, 56.
Wheel guards, 311.
Wheel-making machine, Austen's, 292.
Whitaker's Mechanical Engineers' Pocket
Book, 142.
Why not try motor-vehicles ?, 265.
Willing's British and Irish Press Guide, 232.
Wind motors, 15.
„ pressure, 303.
Woodcock, W. Hugh, on roller bearings,
152.
Workman's Compensation Act, People's
guide to, 417.
Worm gearing, 83, 415. \
Yorkshire College, 136.
Motor Car Co., 29, 63, 22(3.
Zerbe, J. S., on liquid fuel, 203.
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Google
Vlll
INDEX.
PATENT SPECIFICATIONS PUBLISHED.
NAMES OF INVENTORS.
Where the Patent is in tiro or more names it is indexed mirier the first name.
In cases where Patents have been " communicated " from abroad the actual Inventor's name is indexed.
Adams, A. R., 374.
Adams, F. G., 268.
Allen and Barker, 160.
Allsop, E. O., 35, 424.
Alsina, F., 424.
Amiot and Peneau, 874.
Archdeacon, E., 240.
Arkle, J. E., 423.
Arnold, W., 160.
Arrol and Johnson, 160.
Arrol, Sir W., 34.
Audiu, H., 160.
Auriol, P., 35.
Austin, H., 116, 160.
Bagot, P., 374.
Bagshaw and Bennett, 374.
Baines and Norris, 160, 160, 267, 374.
Baines, W., and others, 424.
Baldwin and Crastin, 268.
Ball, A., 454.
Ball, J. H., 268.
Ballard, S., and others, 454.
Balzer, S. M., 114.
Bajist and Grelct, 424.
Barker, W. H., 499.
Barnes, C, 374.
Barrows, C. H., 268.
Beaumont and Holt, 454, 500.
Becks, A. H.. 267.
Beete, A, 160.
Belcher, 4c, 160.
Belfield, E., 267.
Berks and Beuger, 267.
Bersey and Brougham, 267.
Bertlieau, H. A., 424.
Bessemer and others, 267.
Best, I> , 160.
Bickford, J. St., 268, 474.
Bigwood, H. M., 498.
Billing, F., and others, 499.
Birtwistle, J., 160.
Bjornstad, J., 160.
Blackburn, A. B., 160.
Blakesley, J. II., 453.
Blant, M. le, 35.
Blot, G. E., 424, 454.
Bomborn, O., 35, 454.
Bonstetten, A. Ton, 267.
Boollirord, Shaw, and Sydenham, 210.
Bosch, B., 267.
Boult, A. J., 160, 267, 424, 499.
Bouvier, A., 268.
Bowdcn and Urquhart, 268.
Bowiik, T. G., 267.
Brniklow, C, 267.
Bradley, 4c , 160.
Brightmore, A. W., 374.
Brougham and Bersev, 207, 49S.
Brown, E., 499.
Bryan, F., 267.
Buun and others, 268, 374.
Burley, 4c, 160.
Burrell, F. J., 454.
Caille, C, 454.
Caley and Stephenson, 268.
Calloch, C. F., 453, 498.
Capel and Clarkson, 374.
Capel, H. C, 424.
Capitaine, E., 268, 314, 421.
Carey, J. K., 454.
Carniont, H., 160.
Carr, H. S., and Schutt, 267.
Casley and Woodman, 424, 454.
Casman, C, 80.
Chauibault, L., 374.
Clarkson and Capel, 160, 160, 160, 160.
Clement. L., 374.
Clerk, D., 115. '
Clongh and other>, 160.
Clubbe, E. J., and others, 454.
Clubbc and Southey, 159, 160, 160, 267.
Collins, I. M., 451.
Common, A. A., 424.
Cordingley, 4c, 160.
Crampton, E. E. B., 424.
Crastiu, C, 160, 268.
Cribbs aud Boss, 2 i7.
Croix, X. de la, 49S.
CrossgroTe, A., 454.
Crossfev, F. W., 314, 374.
Crowden, C. T., 100, 268, 312.
Dagnall and Southey, 268, 314.
Dagnall, E., 267.
Darrac, P. A.. 267.
Davidson, S. C, 454.
Davies, P., 80.
Davis, C, 160.
Davis, G. E., 424.
Dbtv, W., 268.
Daw'es, J. T., 160.
Delseunne, A., 116.
Demeuse, B., 424.
Dietrich, C, 313.
Dion, A. de, 374.
Dion, Bouton, and Cliaplct, 278.
Doininy, G., 35.
Dore and Borusson, 499.
Dougill and Marks, 268.
Dougill, J., 267.
Dowsing, II. J., 3>.
Drabble, T. W., 454.
Draullette and Catois, 267, 374.
Duffy, J. J., 267.
Dugard, W. H., 80.
Dulait, J., 210.
Dunkley, W. H., 160.
Dutton, E. K , 198.
Easton, Anderson, 4c, 259.
Edmondson and Dawson, 49H.
Ellis, J. J., 453.
Einbleton, C. A., 374.
Epstein, L., 268.
Erie, J. P., 267.
Ernst, V. H., 424.
Fagerstrom, E. E. F., 199.
Fairliurst, W., 374.
Faure, C. A., 159, 160.
Favcts, J., 267.
Fessard, E., 160.
Fielding, J., 424.
Firman and Cave, 45,4.
Forselles, A. de, 424.
Fraipont, L. E., 160.
F<;rneaux and Butler, 376.
Gallice, C. A. G.. 267.
Gardner, E. X. 11. and L , 374.
Gardner, J., 267, 424.
Garvie, J., 34.
Gautier and Wehrle, 100.
Gibbs and Wright. 240, 267, 267, 124, 424.
Gilliug, H. E., 241'.
Glover, J. G., 160.
Goold and Eobcrts, 267.
Gordon, D. G., 160.
Gosselin, B. J. X., 421, 498.
Gouchon, G., 267.
Gowlland, 160.
Green, E., 268.
Grecngrass, F. W., 160.
Grelet, A., 160.
Griffin and Gibson, 163.
Griffiths, T., 267.
Grivell, A. H. L., 208, 375, 421.
Grossman, A., 374.
Guattari, C, 159.
Guelzow, L., 267.
Haddan, E., 196.
Hall, J. W., 428.
Hamilton, C. A., 312.
Haud=, .T., 371.
Hardingham, G. G. M., 2G8.
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Google
INDEX.
IX
Harford, H., 374.
Hargreaves, J. B., 374.
Hart, S. W., 267.
Hayot, P., 451.
Headland, H. W., 454.
Heatley, H., 374.
Heil, A., 454.
Heinemann and Sckafcr, 434.
Henroid-Scbgeizer, P., 424.
Henroid, C. E., 424.
Hertel, M. E., 267.
Hewett, T., 498.
Heys, W. E., 116, 267.
Higgins and others, 267, 268, 313.
Hoare, J., 454.
Hodgkinson, E. H., 498.
Holden, H. C. L., 160, 240, 499.
Uolloway, G. O., 160.
Holmes, A., 423.
Holt, 424.
Homsby and Edwards, 454, 499.
House and Symon, 375, 421, 424, 424, 456.
Humphrey, W. H., 114.
Hunt, G. G., 424.
Huth, A. H., 268.
Immisch, O. C, 493.
Imray, O., 196.
Jacobs, B. J., 196.
Joel, H. T., 268. '
Johnson, C. M., 160, 160, 160, 424, 453.
Johnson, M., 453.
Johnston, J., 116.
Jonei, W. J. H., 312, 453.
Jost, C, 498.
Katz, J., 454.
Katzonstcin,' L., 268.
Kay and Walker, 454.
Kennedy, J., 499.
Kenton and Pogson, 374.
Kirby, G., 453.
Kirk and Jeffs, 374, 424.
Kitchen, J. G. A., 160.
Klaus, T., 424.
Knight, W. H., 100.
Krebs, A. V., 160.
Krieger, J. A. J. T., 374.
Krieger, L., 160, 269.
Kuster, J., 374.
Lacasse, V., 160.
Lake, H. H., 160.
Lake, W. K., 267.
Lamplough, P., 268, 455.
Lamplugh, H. A., 374, 451.
Lamv and Richard, 424.
Lanehester, F. W., 160, 160, 160, 196, 37 ».
Lane, H., 35, 80, 240.
La Societe M. Giusli, 454.
Lattey, W., 160.
Lawson, H. J., 160, 499.
Lees, J., 268.
Lehmann and Mann, 424.
Leigh, H. H., 454.
Leitner, H., 454.
Lewis, J., 160.
L'Hommc, E. C, 267.
Lloyd and Priest, 374.
Lindner, O., 424.
Lister, P., 267.
Lohmann, C- V. C, 374.
LoutzVy, B., 423.
Lowno, E. M., 374.
Ludlow, E. B., 263.
M ickenzie, &c., 160.
Mackintosh, J., 160.
Mansfeldt, 0. A. E., 42 1.
Marchant, T. B., 268.
Marsden, A., 160.
Marshall, J. T., 374.
Martha, L., 267.
Martin, H. M., 268.
Martin, W. A., 160.
Martindale, M. D., 374.
Martineau and others, 374.
Maxim, H., 374.
Maxim, H. P., 313, 423.
Maxim, H. S., 48.
McDougall, W. M., 499.
McElroy, J. F., 267.
McGhee, G., 159.
Mclnnerney, B., 424.
Meadway, F. W., 454.
Melhuish, A. G., 160.
Merritt and Naismith, 160.
Metcalfe, H. W., 312.
Middleton and Macbeth, 423, 424.
Mills, 240.
Mohrstadt, G. W., 434.
Monin and Perot, 160.
Moore, E. F., 313.
Morris and Salom, 374.
Mors, E. P. L., 196.
Muller, A., 498.
Muller and Tudor, 424, 424.
Munden, W. J., 160.
Myers, T., 267.
Nave, 424.
Naylor, T. W., 160, 423.
Nelken, J., 268.
New, A. G., 159, 498.
New, E. 8., 268.
Nowcomb, T. H., 499.
Nicholson and others, 267.
Norga, 454.
Obermeyer, O., 454.
O'Brien, J. O., 160.
Old's Motor Vehicle Co., 499.
Oliver and Oliver, 268.
Ollivier, A., 268, 268, 374.
Ott and Silbermann, 267.
Paris, E. A., 499.
Parker, F., 196, 196, 312.
Parker, T. H., 374.
Paterson, E. M., 267.
Payne, E. H., 160.
Pennington, E. J., 160, 160, 160, 160,
196, 268.
Perrett, \V. J., 160.
Petavel, J. W., 160.
Petreano, E., 424, 454.
Petreano and Bonuet, 454.
Peugeot, P. G. A., 268.
Philippot, L., 312.
Phillips, S., 874.
Pictet, E. P., 313.
Pielon, J., 267.
Pilcher, P. S., 424.
Pinkney, C. W., 268, 314.
Pitt, W. J., 160.
Pool, A. J., 424.
Poron, H., 312.
Potter, W. G., 267.
Powell and Moore, 163, 160.
Powell, 0., 424.
Pretot, V. E., 267, 312, 451.
Prew, E. H., 160.
Priestman, 16).
Prince, P. O., 160.
160,
Prince and others, 160.
Pugh, C. V., 374.
Eadford, E. H., 268.
Eead and Tuvner, 196.
Eedmoiid, L., 80.
Eeede, A. A. W. van, 454.
Eeeve, S. A., 268.
Benault, L., 424.
Eicci, C, 498.
Eickard, J» E., 160.
Kidge, J., 423.
Ridge, Mutton, and Hupton, 240.
Bidout, E. H., 499.
Eiker, A. L., 376, 424.
Bivierre and Girardot, 268.
Eobert'son, J., 424.
Eomer and Perkes, 196
Boots and Venablee, 163, 268. 374.
Boots, J., 79.
Eosenthal, J. H., 454, 454.
Eoser, 4c, 160.
Bossel, E., 424, 426, 427, 45).
Rowbotham, W., 423, 424.
Eowden, W. T., 374, 454.
Eowlingson, W. D , 267.
Bub, L., 312.
| Sandow and Adamson, 160.
| Sargeant and Longhurst, 424.
Sargeant, W. S., 424,' 428.
Sayer, R. C, 267, 498.
Schneider, F. W., 267.
Scott, A. F., 454.
Scott, J., 267.
Seunier, N., 424.
Shann and Shann, 268, 268.
Shann, M. H. C, 374.
Shaw, Boothroyd, and Sydcnh:i:n, 240.
Sherrin, J. Yaughan-, 160.
Sherrin, L. and P., 812.
' Siemens Bros, and Co., 160.
Simms, F. E., 268, 269, 453.
Simpson, Boiman, &<:., 160, 160.
j Simpson, J., 376, 424.
I Simpson, Strickland, and Co., 26S.
Simpson, W. E., 160.
Singer, P. E., 160.
Slater, A., 160.
Sleat and others, 160.
Smith, M. H., 424.
Smith, E. H., 454.
Smith. W. E., 160.
Societe Decafiville Aine, 424, 424, 421.
Societe des Gcnerateurs, 267.
Societe Diligeon et Cie., 267, 268.
Societe Fritscher et Houdry, 268, 263.
Southall, J., 268.
Southey and Clubbe, 159, 160, 160, 267.
Southey and Dagnall, 268.
Spiel, J., 423, 424.
Steam Carriage, &c, Co., 241.
Stephens, J., 160.
Stevens and Barker, 423.
Stevens, T. G., 374.
Stidder, J. G., 196.
Stilwell, J. F., 160.
Straker, S., 267.
Struck, G., 499.
Sundberg, C. A., 268.
Sussmann Electric Co., 160.
Swain, P. P., 424.
Sydenham and others, 240.
Symon and House, 375, 424, 424, 424, 456.
Tangye and Johnson, 160.
Tarvor and Jones, 19o.
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INDEX.
Tstih and Taniere, 267.
Taylor, E., 267, 454.
Tennett and Riley, 498.
Tentschert, F., 424.
Theryo, C, 160.
Thompson, A. J., 268.
Thompson, J., 240.
Thompson, W. B., 424.
Thompson, W. P., 267, 423.
Thornton and Lea, 374, 374, 428.
Thomycroft, J. L., &c., 160, 244.
Thorp and Marsh, 160.
Timar, D., 454.
Todd, L. J., 424.
Toll, J. van, 267.
Tomlinson, T., 267.
Tonkin and Eaton, 424.
Tournet, E. L., 874.
Toward and others, 874.
TurreU, C. M., 454.
Uhlenhuth, E., 454.
Urquhart and Bowden, 268.
Urquhart, R. J., 68.
Vallee, H., 268.
Vaughan-Sherrin, J., 424.
Von, C. H. P. de, 268.
Wadsworth, R , 240.
Walker, F. E., 160.
I Watkins, J., 453.
: Weatherill, W. P. W., 160.
Webb, C. R., 874.
Webb, G., 499.
i Weiss and Mietz, 267.
Wellington and others, 160.
Werner, A., and another, 453.
Werner, W. A. P., 268.
Westinghouse and Ruud, 499, 499.
Whalley, D., and others, 455.
White, C. and A., 498.
White, T, 267.
Whitney, G. E., 424, 425, 454.
Whittall, A., 424.
Wich, F. J., 424.
Wilkinson, Ik., 160, 160, 160.
Wilkinson, J., 160.
Wilson, H. G., 160.
Wilson, P. M., 874.
Wimshurst, J. E., 267.
Wimshurst, J. H., 874.
Winton, A., 267, 268, 312, 312.
Wiseman and Holroyd, 1 60.
Wolseley Sheep-Shearing Co., 116.
Wood, C. F., 159.
Woodcock, F., 499.
Woodcock, W. H., 268.
Woodley and Shibko, 874.
Workman, H., 268.
Wright and Gibbs, 240, 267, 267.
CLASSIFIED SUBJECTS.
Accumulators (tee alto Secondary batteries) -
Hart, S. W., 267.
Heil, A., 454.
Heinemann and Schafer, 424.
Lehmann and Mann, 424.
Lindner, O., 424.
McDougall, W. M., 499.
Muller, A., 498.
Von Berks, Ac, 267.
Werner and another, 453.
Acetylene motors and gas apparal us —
Baldwin, Ac, 268.
Ohambault, L., 374.
Gowlland, 160.
Thorp, Ac., 160.
Whalley, D., and others, 455.
Air motors —
Hamilton, C. A., 312.
Imray, D„ 196.
Pictet, R. P., 313.
Thornton and Lea, 423.
Atmospheric engines, Lowne, R. M., 374.
Atomising deyice, Philippot, L., 312.
Axles, Nayler, T. W., 423.
Ball bearings, Webb, G., 499.
Battery plates—
Guelzow, L., 267.
New, E. S., 268.
Sussmann Co., 160.
Bevel gearing, Heys, W. E., 116.
Bicycles, oil motor —
Hertel, M. E., 267.
New, A. G., 159.
Pennington, E. J., 160.
Rivierre, Ac, 268.
Boilers (tee alto Steam generators) —
Simpson, Strickland, and Co., 268.
Synion and House, 424, 456.
Todd, L. J., 126.
Workman, H., 268.
Brakes —
Brown, E., 459.
Bunn and others, 374.
Carr and Sehutt, 267.
Goold, Ac, 267.
Grossman, A., 374.
Heatley, H., 374.
Hoare, J., 454.
Brakes (conid.) —
Lattev, W., 160.
Newcombi T. H., 499.
Pugh, C. V., 374.
Redmond, L., 80.
Walker, F. E., 160.
Burners —
Bickfbrd, J. S. V., 424.
Boult, A. J., 499.
Capel and Clarkson, 374.
Clubbe and Southey, 267.
Nelken, J., 268.
Sargeant, W. 8., 424, 428.
SociSte des Generateurs, 267.
Spiel, J., 423, 424.
Carbonic-acid motors —
Delsemme, A., 116.
Guattari, C, 159.
Carburettors —
Grivell, A. H. C, 268.
Norga, 454.
Society Decauville Aine, 424.
Chain gearing —
Gardner, J., 424.
llewett, T., 498.
Chains, Woodcock, F., 499.
Chain wheels —
Adams, F. G., 268.
Bigwood, H. M., 498.
Hands, J.. 374.
Kay and Walker, 454.
Condensers —
Capel and Clarkson, 160.
Steam Carriage and Wagon Co., 244.
Cooling arrangement —
Maxim, H., 374.
Pennington, C. J., 268.
Societe Diligeon et Cie., 267.
Cranks —
Collins, I. M., 454.
Crampton, R. E. B., 421.
Turrell, C. M., 454.
Webb, C. R., 874.
Cylinder and piston motors, Hayot, F., 454.
Driving chains —
Bugshaw and Bennett, 374.
Bigwood, H. M., 498.
Driving gear'(#ee alto Gearing) —
Archdeacon, E., 240.
Auriol, P., 35.
Barker, W. H., 499.
Blot, G. R., 424.
Boult, A. J., 160.
Brougham and Bersey, 267.
Crowden, C. T., 268.
Dion, Bouton, Ac, 270.
Dore and Borusson, 499.
Draulette and Catois, 874.
Favets, J., 267.
; Harford, H., 374.
t Lloyd and Priest, 374.
Martin, W. A., 160.
Powell and Moore, 160, 160.
Powell, C, 424.
Shaw and others, 240.
Sleat and others, 160.
Symon and House, 375, 424.
Thompson, A. J., 298.
Urquhart, R. J., 68.
Electric batteries, Adams, A. R., 374.
Electric motors —
Belfield, R., 267.
Headland, H. W., 454.
Holmes, A., 423.
Joel, H. T., 268.
Muller and Tudor, 424.
Ott and others. 267.
Schneider, F. W., 267.
Sherrin, J. Vaughan-, 160.
Siemens Bros., 160.
Electric switch, Iinmisch, O. 0., 498.
Electric vehicles —
Epstein. L., 268.
Hays, W. E., 267.
McElroy, J. F., 267.
Morris and Salom, 374.
Nave, 424.
Sandow and Adamson, 160.
Sayer, R. C, 267.
_ Thompson, 240.
Exhaust silencer and reducer —
Cribbs and Ross, 267.
Johnson, C. M., 424.
Exhaust valves, Simuis, F. R., 453.
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Google
INDEX.
XI
Explosion engines or motor* —
Capitaine, E., 268, 314.
Embleton, C. A., 874.
Fairhurst, W., 874.
Firman and Cave, 454.
Furneaux, J. B., 876.
Gallice, C. A. G., 267.
Hornsby and Edwards, 454, 499.
Katz, J., 454.
Lake, W. B., 267.
Lees, J., 268.
L'Homme, E. C, 267.
Myers, T., 267.
Ollivier, A., 268.
Pilcher, P. S., 424.
Pool, A. J., 424.
Potter, W. G., 267.
Shann, 4c., 268, 268, 874.
Weiss, Ac, 267.
White, T., 267.
Winton, A., 267, 268, 312, 312.
Feed mechanism —
Bomborn, O., 454.
Gardner, E. T. H. and L., 374.
Fluid pressure motors (tee alto Steam
motors) —
Ball, A., 454.
Croasgrove, A., 454.
GoBseUn.B. J. X.,498.
Johnson, O. M., 458.
Joat, 0., 498.
Mackintosh, J., 160.
Martindale.M. D., 374.
Renault, L., 424.
Bidout, B. H., 499.
Wilson, P. M., 874.
Frames —
Bradley, Ac, 160.
Carmont, U., 160.
Clubbe, Ac, 160.
Gibbs and Wright, 267, 424.
Kenton and Fogson, 374.
Kirk and Jeffs, 374, 421.
Taylor, E., 267, 454.
Wolseley Co., Ac, 116.
Friction clutches —
Metcalfe, H. W., 312.
Thornycroft, Ac, 160.
Furnaces, Capel and Clarkson, 160.
Gas and oil motors (tee alto Oil motors) —
Bail, J. H, 268.
Bapst and Grelet, 424.
Bertheatt, H. A., 424.
Bracklow, 0., 267.
Caley, Ac, 268.
Capel, H. 0., 424.
De Von, C. H. P., 268>
Dougill, A., Ac, 268.
Dougill, J., 267.
Fritscher and Houdry, 268.
Gosselin, B. J. X., 424.
Hamilton, C. A., 812.
Martha, L., 267.
Martin, H. M., 268.
Ollivier, A., 268.
Petreano, E., 424, 454.
Reeve, 8. A., 268.
Soci&e' Fritscher et Houdry, 268.
Southall, J., 268.
Winshurst, J. E., 267, 874.
Woodley and Shibko, 374.
Generators (mixed gas and steam), Smith,
R.H.,454. ^
Gear Cases, Whitney, G. E., 454.
Gearing (nee alto Chain gearing, Driving
gear, Reversing gear, Speed gear, Starting
gear, Steering gear) —
Blakesley, J. H., 458.
Blot, G. B., 454.
Dion, A. de, 874.
Holden, H. C. L., 499.
Johnson, J. Y., 376.
Maxim, H. P., 313, 423.
Poron, H., 312.
Pr&ot, V. E., 454.
Bidge, Mutton, and Hupton, 240.
Stevens, T. G., 374.
Thornton and Lea, 374, 374.
Governors —
Simms, F. R., 268, 269.
Stevens and Barker, 428.
Guards, Meadway, F. W., 454.
Handle bars—
Sargeant and Longhurst, 424.
Tarver and Jones, 196.
Horseless carriages —
Amiot and Peneau, 374.
Garvie, J., 34.
Laoasse, V., 160:
Hot-air engines, Griffiths, T., 267.
Hubs, 240, 423, 423, 424.
Hydraulic Motor, Sherrin, L. and F., 312.
Hydrocarbon Motors (tee Oil motors).
Ignition apparatus —
Bosch, B., 267.
Fielding, J., 424.
Gordon, D. G, 160.
Hunt, G. G, 424.
Johnson, M., 453.
Jones, W. J. H., 453.
Lanchester, F. W., 160, 160.
Mclnnerney, B., 424.
Pennington, E. J., 196.
Priestman, 160.
Bicci, E., 498.
Bowden, W. T., 374.
Bub, L„ 312.
SociSte' Decauville Aine, 424.
Vaughan-Sherrin, J., 424.
White, C. and A., 498.
Indicators, Ridge, J., 423.
Internal combustion engines —
Barnes, C, 374.
Beetz, A., 160.
Bowden, 4c, 268.
Bryan, F., 267.
Calloch, C. E., 463.
Crossley, F. W., 314, 374.
Dagnall, E., 267.
Dawes, J. T., 160.
Grelet, A., 160.
Grivel, A. H. L., 375, 424.
Hargreaves, J. R., 374.
Henroid, C. E., 424.
Holden, H. C. I/., 160, 240.
Lamy and Biohard, 424.
Merritt, &c. 160.
Prince, F. D., 160, 160.
Romer and Perkes, 196.
Roots and Venables, 263.
Bowden, W. T. 454.
Singer, P. E., 160.
Tomlinson, T., 267.
Ulilenhuth, E., 454.
Westinghouse and Ruud, 499, 499.
Lamps, Davis, G..E., 424.
Locking apparatus, Mohrstadt, G. W., 454.
Lubricators —
Baines, &c., 160.
Dietrich, C, 313.
Holt, 424.
Mechanical road vehicles —
Austin, H., 160.
Glover, J. G., 160.
Krebs, A. C, 160.
Sociite" Diligeon et Cie., 268.
Wilkinson, 4c, 160.
Metallic packing —
Katzenstein, L., 268.
Mansfeldt, C. A. R., 424.
Swain, F. F., 424.
Miscellaneous, Gibbs and Wright (parts),
424.
Moto-cycles —
Baines, W., and others, 424.
Croix, X.de la, 498.
■ Ellis, J. J., 453.
Hertel, M. E., 267.
Rivierre, Ac, 268.
Motors —
Higgins and others, 267.
Tentschert, F., 424.
Whitney, G. E., 424, 425.
Mot o -vehicles —
Bagot, P., 874.
Baines and Norris, 160.
Barrows, O. H., 268.
Belcher, 4c, 160.
Blackburn, A. B., 160.
Bonstetten, 267.
Bowick, T. G., 267.
Burbey, 4c, 160.
Calloch, C. E., 498.
Clement, L., 374.
Clubbe and Southey, 267.
Common, A. A., 424.
Crowden, C. T., 160.
Dameuse, B , 424.
Davis, C, 160.
Drabble, T. W., 454.
Draullette, Ac, 267.
Dunkley, W. H., 160.
Erie, J. P., 267.
Faure, C. A., 160.
Fessard, E., 160.
Gaiitier and Wehrle, 160.
Gouchon, C, 267.
Greengrass, F. W., 160.
Griffin, Ac, 160.
Henriod-Schqeizer, F., 424.
Higgins, Ac, 208, 313.
Hodgkinson, E. H , 498.
Holloway, G. O., 160.
Johnson, C. M., 166, 160.
Johnson, J. T., 421.
Klaus, T., 42*.
Knight, W. H., 160.
Krieger, J. A. J. T., 874.
Krieger, L., 160, 269.
Lamplugh, H. A., 374, 454.
Lanchester, F. W., 160, 374.
Lane, H., 240.
La Societe1 Mari Giusli, 454.
Lawson, H. J., 160, 499.
Ludlow, E. B., 268.
Martineau, F. L., 874.
Munden, W. J., 160.
O'Brien, J. O., 160.
Old's Motor Vehicle Co., 499.
Olivier, A., 874.
Parker, F, 198, 312.
Parker, T. H., 374.
Pennington, E. J., 160, 160.
Perrett, W. J., 160.
Pr&ot, V. E., 312.
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Xll
INVEX.
Moto-vehicles (contd.) —
Bossel, E., 424, 426.
Simpson, Bodman, 4c, 160.
Simpson, W. E., 160.
Slater, A., 160.
Smith, W. B., 160.
Sccietc Decauville Aine, 424.
Thompson, W. B., 424.
Wadsworth, B., 240.
Oil and petroleum motors (tee alto Gas and
oil motors) —
Allen, 4c, 160.
Allsop, B. O., 35.
Arrol and Johnson, 160.
Audin, H., 160.
Baines and Norris, 374.
Balzer, S. M., 4c, 114.
Best, D., 160.
Casley and Woodman, 424, 454.
Clerk, D., 115.
Cordingley, 4c, 160.
Dougill, J., 267.
Dutton, E. E., 498.
Gardner, 267.
Johnson, C. M., 160.
Jones, W. J. H., 812.
Lanchester, F. W., 196.
Lane, H., 35, 80.
Leigh, H. H, 454.
Bister, F., 267.
Loutzky, B., 423.
Mackenzie, 4c, 160.
Marsdon, A., 160.
Maxim, H. S., 48;
Monin, 4c, 160.
New, A. G., 159, 498.
Paterson, B. M., 267.
Payne, E. H., 160.
Petavel, J. W., 160.
Petreano, E., 424.
Pinkney, C. W., 268, 314.
Bead and Turner, 196.
Boots and Venables, 160, 374.
Boots, J., 79.
Boser, Ac., 160.
Bossel, E., 427, 453.
Seunier, N., 424. ■
Stephens, J., 160.
StUlwell, J. F., 160.
Straker, S., 267.
Tangye, 4c, 160.
Timar, D., 454.
Tournet, E. L., 374.
Vallee, H., 268.
Wilkinson, J., 160.
Wilson, H. G., 160.
Wiseman and Holroyd, 160.
Woods, C. F., 159.
Oil sprayer —
Arrol, Sir W., 34.
Clarkson and Capel, 160.
Petroleum motors (tee Oil and petroleum
motors).
Pistons, Marshall, J. T., 374.
Primary batteries, Bowbotham, W., 423, 424.
Propuhion, Bocks, A. H., 267.
Bf gulating devices —
Alsina, F., 424.
Fagcrstrom, E. E. F., 499.
Sundberg, C. A., 268.
Bevcrsing gear —
Jacobs, B. J., 196.
Petreano, E., 454.
Pretot, V. E., 267.
Wellington, 4c, 160.
Rims and tyres, Davidson, S. O, 454.
Boad vehicles, Darrae, P. A., 267.
Boiler bearings, Woodcock, W. H., 269.
Botury engines —
Beetz, A., 160.
Came, C, 454.
Lohmann, C. F. C, 374.
Obermeyer, O., 454.
Pitt, W. J., 160.
Safety device, Brougham and Bersey, 498.
Secondary batteries —
Leitner, H., 464.
Paris, E. A., 499.
Speed gear —
Baines, 4c, 268.
Carey, J. K., 454.
Clough, 4c, 160.
Clubbe, 4c, 160.
Crowden, C. T., 312.
Hall. J. W., 428.
Hardingham, C. G. M., 268.
Kennedy, J., 499.
Kirby, G., 453.
Kuster, J., 374.
Melhuish, H. G., 160.
Pielon, J., 267.
Pretot, V. E., 267.
Sayer, B. C, 498.
Speed indicators —
Moore, B. F., 313.
Prew, E. H., 160.
Wich, F. J., 424.
Springs —
Duffy, J. J., 267.
Gilling, H. E., 240.
Starting gear —
Allsop, B. O., 424.
Edmondson and Dawson, 498.
Struck, G., 499.
Steam generators (.tee alto Boilers, Steam
motors) —
Beaumont and Holt, 454, 500.
Burrell, F. J., 454.
Dagnall and Southev, 263, 314.
Davies, P., 80.
Badford, B. H., 268.
Simpson, 4c, 160.
Simpson, J., 376, 424.
Symon and House, 424.
Tonkin and Eaton, 424.
Werner, W. A. P., 268.
Wilkinson, 4c, 160.
Steam motors or fluid pressure engines —
Clarkson and Capel, 160.
Ernst, V. H., 424.
Hamilton, C. A., 812.
Kitchen, J. G. A., 160.
Lamplough, F., 268, 455.
Pictet, E. P., 313.
Beede, A. W. van, 454.
Scott, A. F., 454.
Tennott and Biley, 498.
Wilkinson, 4c , 160.
Woodlcy and Shibko, 374.
Steam road vehicles —
Hamilton, C. A., 312.
Tatin and Taniere, 267.
Steering gear —
Birtwistle, J., 160.
Blant, M. le, 35.
Brightmore, A. W., 374.
Clubbe, E. J., and Southcy, 169.
Faure, C. A., 159.
Johnstone, J., 116.
Pennington, E. J., 160.
Bickard, J. B., 160.
Smith, M. H, 424.
Storage batteries (tee Accumulators and
Secondary batteries).
Thermopiles, Dowsing, H.' J., 36.
Tools for moto-vehicles, Billing, F., and
others, 499.
Traction-engines, Lake, H., 160.
Transformers, Muller and Tudor, 424.
Transmission gear —
Dominy, G., 35.
Mors, E. P. L., 19S.
Turbine motor —
Carsman, C, 80.
Dugard, W. H., 80.
Tyres —
Bunn, 4c, 268.
Davidson, S. C, 454.
Gibbs and another, 240.
Green, E., 268.
Huth, A. H., 268.
Marchant, T. B„ 268. .
Oliver, 4c, 268.
EoberUon, J., 424.
Scott, J., 267.
, Under carriages, Toward and others, 374.
Valves —
Bjornstad, J., 160.
Easton, Anderson, 4c, 259.
McGhee, G., 159.
Van Toll, J., 267.
Vaporiser lamp, Capitaino, E., 424.
Vaporisers (tee alto Burners) —
Ballard and others, 454.
Bomborn, O., 35.
Bouvier, A., 268.
Crastin, C, 160.
Fielding, J., 424.
Forselles, A. de, 424.
Fraipont, L. E., 160.
Hunt, G. G., 424.
Naylor, T. W., 160.
Watlrins, J., 453.
Water jackets, Arnold, W., 160.
Water-tube boilers —
Bosenthal, J. H., 454.
Simpson, Strickland, and Co., 268.
Symon and House, 424, 456.
Workman, Hi, 268.
Wheel rims —
Davidson, S. O, 454.
Phillips; S., 374.
Whittall, A., 424.
Wheels—
Carr and Schutt, 267.
Clubbe, E. J., and others, 45 i.
GibbB and Wright, 267.
Simms, F. B., 268.
Theryo, C, 160.
Wcathcrill, W. P. W., 160.
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THE AUTOMOTOR
-A.UI5
HORSELESS YEHICLE JOURNAL
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
Circulates amongst Makers and Users of Motor-Cars, Cycles, etc., in the United Kingdom, the Colonies
and the Continent.
Vol. II. No. 13.
OCTOBER 15th, 1897.
Price Sixpence.
CONTENTS.
fAO«
Kelvin's Law of Economy 1
Messrs. Thornyeroft'* New Automotor Boiler ... 2
Sir Chas. Dance's Steam Carriages. lM.'il 5
The New French Regulations Tor Automotors rt
Report of the Self-Propelled Traffic Association on the French Trials ... 7
ftmithali's Patent "Ideal" Oll-Bngines 8
Sign-Posts for Automobiliste 10
Methods of Obtaining Motive Power for Motor-Carriages 11
The Daimler Motor Company (Limited) 13
Notes of the Month H
Continental Notes 15
Making Manhole Joints In Boilers ID
Alloys and Bronzes ... 16
Electric Cabs in Paris • 17
Answers to Correspondents ... 18
Great Horseless Carriage Company and the British Motor Syndicate ... 1»
The New French Regulations for Motor-Carriages 20
On a Coefficient of Merit of Performance for Automotor-Carrtages Pro-
pelled by Oil or Steam ... 21
Traction on Highways. By Sir David Salomons, Bart 21
Reviews of Books ... 21
Present State of the Homeless Carriage Industry 23
An Automobile Dust-Cart 24
Self-Propelled Traffic Association 25
The Pretot Speed Gear 2J
A Meclianical Transmission System 27
Doings of Public Companies 28
Correspondence ' „. 30
Proceedings of Technical Societies 31
New Inventions 33
KELVIN'S LAW OF ECONOMY.
It is withiu the common experience of all who purchase and
ojterate ulant of any description that some machines are dear
aw regards first cost, but cheap to run and maintain, while
others are cheap in the first instance but. very expensive to
work. This is such a truism that instances will occur to every-
one, from the manufacturers of the ocean steamship to the
housewife who uses a patent mangle. In purchasing plant
o«r object is to associate small first cost and small working
cost, but rarely is this attained. Now it is evident that
between a high prime cost with small working cost on the
one hand, and low prime cost and high working cost on the
other, there must be Borne particular prime cost at which the
annual working excuses, together with the interest on the prime
cost, must be a minimum. What this cost is can be determined
by the aid of Kelvin'* Law of Economy. Briefly, this jaw
states that the most economical design in any case is that in which
the annual interest on the cost of an incretnent of materia/ U
equal to the wring in annual ex)>en*es which remits from that
increment This iaw has the widest possible application, but is
hardly known outside the higher engineering cii-cles, yet it is
one that the manufacturer, the tradesman, and the housewife
might with advantage study ; as has been very truly said by a
well-known engineer, " it is eminently a shareholders' law " ;
and were it better understood many mistakes in business would
be avoided. Although known as Kelvin's law, yet it was first
enunciated by the great French mathematician, Fourier. By
the application of this law the manufacturer can say with
certainty whether it would pay to put down any given piece of
mechanism. It determines the most suitable piston speed of
an engine, and the most suitable boiler pressure ; it also deter-
mines the most suitable speed, and therefore weight of machinery
of steamships. It enables a butcher to say definitely whether
it will be more economical to use a gas-engine or an electro-
motor to cut up his sausage meat. It likewise enables the city-
clerk to determine at what distance he, must live from his office
in order that his rent and travelling expenses may be a minimum.
In applying the law it must, however, be clearly understood
that it involves stated conditions only ; there may be other
circumstances which may render a departure desirable ; for
instance, we might determine that a steam motor was the
most economical for a given purpose, but if our next door
neighbour curried on a business involving the use of naphtha
or other volatile or inflammable substances, the County Council
and the fire insurance companies would very properly interfere.
Such circumstances do not, however, invalidate the law, which
is rigorously true, within its own limits. It is because this law
is so little* known that we see so much tentative experiment
going on around us. Thus Regent Street is being paved with
Jariah wood ; Fleet Street with pine. Both, kinds cannot
possibly be the most economical, and the ratepayers' money
is unquestionably being wasted by one or the other of the
authorities concerned. Similarly the Chiswick Local Board is,
we are told, bumptiously " exi«rimenting" (#tc) with a Thorny-
croft dust collector. Really there is no " experiment " needed.
Kelvin's law enables us to say definitely what, if any, the
economy will be, only it is more than probable that the
Chiswick Board knows nothing of the law. Similarly we are
told that Shoreditch is also making an "experiment" in
obtaining power from burning the voluminous refuse of that
dirty and dingy district, and when members of other vestries
are asked why they do not go and do likewise they assume a
profoundly ludicrous air of superior wisdom and tell you that
" they are watching the exjierieuce at Shoreditch " ! When
really the reason is that they •never heard of Kelvin's Law
of Economy.
A 2
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[October, 1897.
One more example. We Londoners are as regards street
traction hopelessly behind many third-rate provincial and
continental towns. We tenaciously adhere to the obsolete,
costly, inefficient, filthy system of horse traction, and were
it not for the aid of an army of sweepers the street would
reek, as indeed they often do, with horse-tilth. Why is not
mechanical traction of Rome sort adopted for trams and omni-
buses) Simply because those who manage these things know
nothing of Kelvin's Law of Economy, and so the long-suffering
and patient public incurs needless inconvenience and expense
through the ignorance of tram and omnibus directors.
What deters many people from mechanical traction, who
would otherwise employ it, is the difficulty of ascertaining
whether the change " will pay." Kelvin's Law of Economy
enables us to say definitely for any given set of conditions to
which it is applicable, whether it will or will not pay to employ
a mechanically-propelled road carriage. As this question is
frequently addressed to us, and as a correspondent has asked
our advice, we will give the application of this law.
We will consider the case of a tradesman in good circum-
stances who, as our correspondent, for purely business purposes,
and for no love or interest in horseless traction, finds it necessary
to add to his stock of conveyances. We assume, as a basis of
calculation, that an average horse and van costs £90, and that
a 3$ B.H.P. heavy oil motor-van of the same capacity costs
£220, that the working year consists of 313 days of 10 hours
each, and that the annual charges of working are as follows : —
Horse and Van.
Carman's wages at 25«.
Depreciation at 10 % on £90
Horse food, straw, &c
Rent of stable, gas, water, implements, and
utensils
Veterinary and farrier
Cost of working per year
Motor Van.
Driver's wages at 25«
Depreciation and repairs at 10 %
Petroleum at-5rf. per pint per B.H.P. per hour
Lubricating oil, waste, &c
£
65
i)
30
15
1
120
£
65-00
22-00
2282
5()0
Total cost of working motor- van per year .... 114-82
„ „ horse and van per year 120-00
Saving in annual expenses by adopting -
motor-van 5*18
Now, the difference in the prime cost is £130; that is, the
motor-van costs more by this amount, but, according to the
law, economy will be effected when- the interest on this equals
the saving in annual expenses. Now, £5-18 is the interest at
4 per cent, on £130. Hence, in this particular case it would
be distinct economy to employ a motor-van. As a matter of
fact, the figures we have given are capable of much modification.
As regards the horse and van expenses, they represent fairly
enough the charges that are incurred by a tradesman in an
expensive neighbourhood. Thoy, of course, are uot applicable
to a coal hawker, for instance, who is his own carman, and
whose expenses for fodder, stable rent, &c, are perhaps not
more than 15*. or 20*. per week. Also these figures are no
indication of the cost of working a horse and van in the
country, where pasture and stable-rent are merely nominal
items. Clearly in these cases there might be no saving in
annual expenses, and hence the motor-van is so far only
economical in the wealthy shopping districts of London and
other large cities, where rents are high.
Let us now take another business case. A country doctor
has a horse and gig or other conveyance, which he can sell
for, say, £100. \V ill it pay to replace this by a niotor-
dogcart of 3J B.H.P., and costing, say, £250 prime cost?
Now, in a country town the expense of a horse and gig will
certainly be not less than £100 per year, and the expense
attending a motor-car on the basis of six hours per day for
365 days will be £85, or the saving in annual expenses will be
£15. Supposing our doctor sells his horse and gig for £100,
and borrows £150 at 5 per cent., he will effect a most
advantageous economy. In this latter calculation depreciation
and repairs have been placed at 12£ per cent, and wages at £50,
but while an experienced coachman is necessary for a valuable
horse, an intelligent youth could easily manage a motor-car,
and so in this particular ca<je it would be sound economy to
purchase one.
We should point out that, although we have allowed for
depreciation in the motor-van and in the horse-drawn vehicle,
yet this is hardly fair, simply because the ordinary cart owner
does not, as a rule, set aside either anything for depreciation
or for insurance ; wealthy firms, owning large numbers of
vehicles, of course do. We should also say that our figures
are merely indicative, and if they applied to one particular
instance they would not necessarily apply to another. Each
case must be decided on by its own data. It also must not be
forgotten that, when necessary, the motor-vehicle can be worked
continuously, and can travel almost an indefinite distance.
Running a coach is, on the other hand, very expensive.
We think that enough has been said to snow that in any
given case in which the data are known with tolerable
accuracy Kelvin's Law of Economy enables us to say whether
or no it would pay to replace a horse-drawn vehicle by a
mechanically-propelled one. In the instances we have given
we have said nothing about insurance. This, of course, is a
factor depending upon local conditions. Neither have we
considered the question of gradients. This also is a local
question, and an important one, too. A hilly district might
imply the use of a more powerful motor, which would exceed
the limit of economy.
O. H. L.
MESSRS. THORNYCROFT'S NEW AUTOMOTOR
BOILER.
Thb object of this invention has been to produce a light, com-
pact, and efficient steam generator such as may be advantageous! y
employed in motor-propelled vehicles or for other purposes.
A generator according thereto comprises upper and lower
annular chambers connected by water-tubes arranged to form
walls of a fire-box adapted to be supplied with fuel through an
opening bounded by the upper annular chamber, which opening
is furnished with a suitable fire door, and a fire grate heing
located with its upper surface above the lower annular chamber,
below which there is a casing or chamber furnished with a
removable ash pan ; the flame and products of combustion from
the burning fuel on the grate ascend within the fire-box, then
proceed laterally through openings left for the purpose between
the upper portions of the water tubes of the inner row, then
descend between the inner and outer rows of tubes and ]>ass
out through spaces left for the purpose between the lower
portions of the water tubes of- the outer row and thence into a
space between the outer row of tubes and an external casing
which is or may be in communication with the chamber of an
exhausting fan whereby the gaseous products are caused to
pass, it may be, into an uptake, or it may be into a funnel or
passage leading either to the external atmosphere or elsewhere.
The lower side of the upper annular chamber and the upper
side of the lower annular chamber constitute tube plates, and
the alternate tubes of each row are bent so that tbeir respective
ends are at a greater distance radially from the vertical axis of
the tire-box than the corresponding ends of the tubes juxtaposed
to them. This arrangement obviates excessive weakening of
the tube plates by forming the holes therethrough unduly close
to one another ; it also provides the openings where necessary
for the passage of the hot gases between the tubes. Where the
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Ooxobm, 1897.]
THE AVTOMOTO& AND HOMELESS VESICLE JOURNAL.
gases are not to pass through openings formed in the manner
described, rings are provided which form closures to the openings
in question. In communication with the upper annular chamber
there may be provided a steam dome and separator comprising a
vertical steam pipe that is in communication with the steam space
of the annular chamber, and has arranged centrally within it a
relatively small open-ended pipe, the lower end of which is
below the level of the water in the upper annular chamber. This
small pipe is perforated at intervals of its length and has attached
to it i a corresponding number of separating devices, each com-
prising a lower funnel or cup-shaped part of less diameter than
the steam pipe and adapted to conduct any water flowing into
it towards one of the perforated parts of the central pipe and
preferably provided with a separator of this kind of consider-
able height.
Referring to the accompanying illustrative drawings —
Fig. 1 shows in central vertical section a steam generator
according to this invention.
Fig. 2 shows a plan of the generator, partly in section.
Figs. 3 and 4 are a vertical section and a plan respectively of
a steam dome and separator, and Fig. 5 is a developed face-view
of the upper part.
The upper annular steam and water chamber is represented
as being constructed of two main part*, namely, an annular
part, I, of U section with outward flanges, 2, which may be of cast
metal or may be of pressed steel, and an annular tube plate, 3
Tfy*.
IXp.4.
*%?<+
r&6.
an upper truncated cone-shaped part, the upper tdge of which
is in contact with the wall of the steam pipe and the lower edge
of which is somewhat above and of less diameter than the upper
edge of' the lower part ; the upper part is supported on the
lower by legs preferably so formea as to form guides down which
the water flows. With this arrangement the steam and water
is deflected by the lower part of each separating device against
the wall of the steam pipe and the back or outside of the upper
part, the steam passing under the lower edge of the latter,
whilst the separated water flows down the back of the upper
part into the lower part, whence it passes through the per-
forations into the central pipe back to ' the water space of the
upper annular chamber. For UBe on a vehicle the generator is
to which the part, 1, is connected by bolts, 4, passing through it.*
, flanges ; 5 is the opening through which fuel is fed, and 6 the
fire door, which is counter-weighted, so that it will remain opeii
without being held.
The lower annular water chamber resembles the upper annular
chamber, but is much shallower, and comprises an annular part, 7,
of U or channel section, with flanges, 8, and an annular tube
plate, 9, these being secured together by bolts. 10.
i The upper and lower annular chambers are connected "by
water tubes, 11 and 12, the construction and arrangement of
; which will be understood from the description already given,
i aided bv reference to the drawings.
In the example the tubes, 1 1 , constitute the inner row, and the
A 3
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ftiE AVtOitOTOk AtfD HORSELESS VE&ICLE JOURNAL
[OctoSkk, 1897.
tubes, 12, the outer row, but there might be more rows ; 13 is'
the fire grate, and 14 the chamber or casing below it ; 15 is the
movable ash pan ; 16 is the outer casing of the generator ;
IT the fan easing ; 18 the fan, whose blades are or may be, as
represented, straight and radial, so as to have an exhausting
action whether driven backwards or forwards ; 19 is the funnel,
which may be connected to the fan casing in full lines in Fig. 1,
or the fan may discharge the products of combustion down-
wardly into a passage or Hue as indicated by dotted lines. The
course of the products of combustion is indicated by arrows ;
they ascend to the upper part of the firebox, pass outward radially
through the spaces between the upper parts of the tubes, 11,
then descend through the space between the two rows of tubes,
from the bottom of which they again pass outward radially
through the spaces between" the lower parts of the tubes, 12,
into the space between them and the awing, 16, whence they
zzzzzgza
Jf^.6.
/9
/$
the separated water to flow towards and down the said legs,
thereby leaving a free passage for the separated steam and
obviating liability of the steam and water to become agaiu
mixed. The legs, 25*, may, if desired, be formed with external
grooves, which serve as channels for the water.
The fire bars may with advantage be riveted together in
separate groups; so that when it is necessary to clean the fire
the central group can be removed, by pulling it out with a firing
tool, and tiie clinkered fire be pushed through the opening thus
formed in the grate aud allowed to fall into the ash-pan.
Fig. 6 is a view, corres|K>nding to Fig. 1, of a modified con-
struction of generator, in which the capacity of the upper steam
and water chamber is comparatively small, and a steam aud
water cylinder or drum, 26, in connection therewith, is provided.
It is in communication through a pipe, 27, with the steam and
water chamber, and through a down take tube, 28, with the
lower annular water chamber. In this case
a steam separator may be dispensed with,
steam being led away from the upper part
of the cylinder or drum, 26. In order to
ensure as far as possible that the passage
of the products of combustion shall take
place evenly around the fire-box and not
by a short course to the fan or chimney, a
plate, such as 29, Fig. 6, may be arranged
to extend partly along the outer row of
tubes.
The following claims are made in the
Patent, which is numbered 8326 of
1897 :—
(1) A steam generator in which an upper
annular combined steam and water space,
with steam dome and annular tube plate,
opening for feeding fuel, .fire door and
baffle, a lower annular water chamber
with tube plate, connecting walls of water
tubes, a fire grate, a chamber or casing
below it, an ash pan, an outer casing and
hot gas arresting ring or rings, are con-
structed, combined and relatively arranged
substantially as hereinbefore described and
illustrated in the accompanying drawings,
whether a funnel or fan arranged in a
suitable casing be employed for producing
the requisite draught, as set forth.
(2) The improved steam generator shown
in and described with reference to Fig. 6 of
the accompanying drawings.
(3) A steam generator of the kind referred
to in Claim 1, provided with combined
steam dome and separator, substantially
such as hereinbefore described and illus-
trated more particularly in Figs. 3, 4, and 5
of the drawings.
pass to the funnel or flue. If a fan be employed, as iu the
example, which is necessary when the fuunel cannot be made
high enough to create sufficient draught, the products of com-
bustion are drawn through the fan casing and discharged either
into a funnel or downwardly to a flue ; 20 is a ring arranged
opposite to those portious of the tubes of a row between which
there are openings through which the passage of hot gases is to
be prevented. In the case of a boiler with more than two rows
of tubes other rings, 20, would be provided where necessary ;
21 is a baffle plate for preventing the flam; coming directly into
contact with the tube plate, 3.
22 is the steam pipe forming a steam dome and containing a
central open-ended pipe, 23 (tee Figs. 3 and 4) (which may be
of larger diameter than the drawings indicate) ; it is perforated
at 23* ; to it are attached separating devices, each comprising
a lower i«irt, 24, and an upjier part, 25, that is formed with
legs, 25*, and has the (tortious of its lower edge that are between
the legs suitably curved (*«• Fig. 5), for the purpose of causing
At a recent meeting of the directors of the Midland Cycle
aud Motor-Car Exhibition Company (Limited), it was decided
to hold the second show in Bingley Hall, Birmingham, from
January 20th to January 29th, 1898. The management intends
making great efforts to gather together a goodly number of
motor vehicles and thereby make this exhibition a bigger
success, if possible, even than last year.
»
The motor-car is an accomplished fact in the streets of
London, but why have the builders designed the cabs on the
pattern of the abominable four-wheeler / Originality is cer-
tainly not the quality of our times. Before long, now that
Englishmen have taken the first step which they are invariably
so slow to take, a multitude of private motor-carriages wiil
come upon the streets, for the saving as regards horses and
the keep of horses must be considerable. For whom is reserved
the distinction of being the first to attend a Drawing Room in
a motor-carriage I — Graphic.
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Octobbb, 18OT.J THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL
SIR CHAS. DANCE'S STEAM CARRIAGES, 1831.
Ik view of the present development of automobilism, and having
regard to the recent French trials and the report thereon by the
Self- Propelled Traffic Association, the following article by Mr.
W. Fletcher, the well-known writer on horseless traction, and
which appeared in the Mechanical World, on November 22nd,
1895, will be of interest : —
We purpose in this article, says Mr. Fletcher, to chronicle Sir
Charles W. Dance's achievements with fteani carriages on
common roads more than 60 years ago.
In 1830 Sir Charles Dance ordered three steam
drags of Mr. Gurney. These locomotives were
completed and ready for the road at the beginning
of the following year. The engines made to Sir
Charles's order were very different machines to
those that Mr. Gnrney constructed for his own
experimental purposes.* In all cases Gurney
made his steam carriages self-contained — the coach,
the engine, the boiler, and the rest of the apparatus
were all mounted upon the same frame ami travel-
ling wheels.
The steam drags made for Sir Charles Dance
are shown in Figs. 1 and 2. From these illustra-
tions it will be seen that the double-cylinder
engine was placed under the body of the machine,
and acted direct on to the cranked hiud axle.
The slide ' valves were actuated by eccentrics, and
the steam pressure employed was 70 lbs. per square
inch. One writer of that period, when referring
to the question of separate steam drags, said :
"Wfien steam conveyances become the regular
means of inland communication we may expect
the public to prefer travelling by a distinct carriage
attached to the steamer, and to seek for the
greatest expedition which may be maintained with
safety and economy." The owners of such con-
veyances can more readily carry a greater number
of passengers. The coach can be varied in size,
but the steam drag must all be of one size and
pattern, which is a matter of great moment where
repairs are requisite.
In February, 1831, Sir Charles Dance commenced
running a steam carriage between Gloucester and
Cheltenham, and continued to do so daily for
several months, with a fair amount of success and
regularity. There were three drags employed,
which ran between the places named four times
a day for four months, from February 21st to
June 22nd, 1831, during which time they con-
veyed nearly 3,000 passengers, and travelled about
4,000 miles. They performed the distance (nine
miles) in from 40 to 50 minutes. There were
sometimes delays owing to defective tubes in
the boiler, which prolonged the time, but no
accident or injury ever happened to any person
whatever ; the engines were never out of order,
and showed little signs of wear. Sir Charles
Dance said : " Steam carriages can be worked profitably so
as to carry passengers for one-half the price at present charged
by horse coaches. Obstacles are generally thrown in the
way of a new invention, particularly if it is likely to produce
important results and affect the interests of some individuals by
its success. Many objections were raised by many classes of
people. Some persons said the steam carriages would injure
agriculture, destroy the roads, and that removing horses would
min the farmers. To which Sir Charles replied that "the land
which is used to keep one horse would keep eight people, and,
consequently, that the removal of 1,000 horses would feed
8,000 people ; that the cheap and expeditious mode of conveying
passengers and carrying everything to market would tend to
the welfare of all classes." The trustees of the Cheltenham and
Gloucester road were urged by steam carriage opponents to
concoTt such measures as would put an end to the running of the
steam road conveyances. In compliance with this request, large
heaps of stones were laid across the road about four miles from
Gloucester, 18 inches deep. The steam-carriage passed over
these twice with considerable difficulty. The steamer was, in
consequence of this obstruction, 80 minutes in making the
journey from Cheltenham to Gloucester with 17 passengers.
In crossing the stones the third time, with 16 passengeas behind,
the axle of the drag was broken. Not only were the steam
Fio. 1.
• Two of Uumev's steam cnarhpH are Illustrated in
BoaiU," by W. Fletcher. (Loudon : E. and P. N. Spoil.)
Steam on Common
Fig. 2.
carriages delayed and injured by this deliberate and hostile
proceeding, but the horse-drawn coaches were stopped in the
stones, the mail coach was delayed, and a fine four-horsed coach
was brought up, and, in whipping to get through, broke the
harness. In the meantime a number of turnpike bills were
rushed through Parliament granting tolls upon steam carriages,
which were intended to be a complete prohibition ; and the
Cheltenham Trust was one of the number. Sir Charles Dance
relinquished the steam carriage business in that part of the
country, and took his carriages to London.
In Gordon's work on locomotion a tabular account is given of
the 315 journeys made by the carriages between Gloucester and
Cheltenham, which we have not space to print.
The disappointment to Sir Charles occasioned by an ignorant
A 4
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[Ootomuj, 1897.
and prejudiced party who had opjHwed him in every way, was
.sufficient reason for his retirement from the field for some time.
In April, 1832, he patented a boiler consisting of coils of
drawn iron tubing placed above the tire in a horizontal direc-
tion. The firebars were also formed of tubes ; the ends of the
tubes were joined to a water 8|>ace placed all round the fire.
The method of obtaining a good circulation of the water iu the
tubes is explained in the Patent Specification.
In 1833, Sir Charles Dance sent one of his steam carriages to
Messrs. Maudslay, Sons, and Field's works to be altered, and as
Gurney's boiler was about the only mechanical trouble he had
to encounter, we are not surprised to find another boiler
patented in August, 1833, by Sir Charles Dance and Joshua
Field. This new boiler was composed of 30 sets of tubes
enclosed within a wagon-headed boiler having a short vertical
chimney. The lower portions of the water loops are horizontal,
and form the bars whereon the fuel is laid. The tubes are
suitably bent for forming the sides of the fireplace, and crossing
in an inclined position above the fire, the products of combus-
tion pass through the spaces between the tubes in their exit to
the chimney. Each pipe opens at its upper and lower ends into
horizontal tubes, and the water in the bent pipes has free com-
munication throughout the series.
After the new boiler had been fitted to the steam drag, and
the engine altered in some minor particulars by Messrs.
Maudslay and Co., a short experimental run was accomplished
at the rate of 16 miles an hour on September 18th, 1833. A
trip to Brighton and back was afterwards undertaken. The
outward journey of 52 miles took about 5i hours. The return
journey was run in less than five hours. ■ The following persons
rode in the coach : — Sir Charles Dance, Mr. Field, Mr. Maudslay,
Mr. A Gordon, Mr. Carpmael, five other friends of Sir Charles
Dance, Mr. Ricardo, and Mr. Busby ; other individuals were
taken up and put down on the road. In October, 1833, several
other runs were made at 1 1 miles an hour. An improved loco-
motive and carriage were put upon the road between Wellington
Street, Waterloo Bridge, and Greenwich, where they continued
to run for a fortnight, with a view of showing the public in
London what could be done. There was never auy intention on
the part of the owner of making it a permanent mode of con-
veyance, and therefore he kept the company select by charging
half-a-crown for tickets each way.
Several engineers were anxious to have the carriage tried on
the Holyhead line of turnpike road to Birmingham. The
following report was the consequence : —
Report of the Remit of an Experimental Journey upon a Mail-
Coach Line of the Holyhead Road, in Sir Charles Dance's
Steam Carriage, on Norember the 1st, 1833.
" Public attention having been attracted with the prac-
ticability of travelling with locomotive engines upon ordiuary
roads, by a report of a Committee of the House of Commons,
12th October, 1831, stating that, in the opinion of the Com-
mittee the practicability of such mode of travelling had been
fully established, we were desirous of personally making an
experiment of the facility with which a carriage of the above
description could perform a journey of considerable length, and
having selected the mail-coach line of the Holyhead road for
the purpose of such experiment, we made an arrangement with
Sir Charles Dauce for the use of his steam carriage on the 1st
November. Before the carriage had proceeded six miles one of
the tubes of the boiler was found to leak so fast as to render
repair necessary. It was also apparent that the size of the
engine was not sufficient to carry so great a weight along a
heavy road at any high velocity.
" The weather was by no means favourable, there having been
much rain, so as to make the road heavy, added to which the
winter coating of new materials had in many places been laid
upon the road. Notwithstanding these obstacles, upon our
arrival at Stony Stratford, 524 miles from town, the average
rate of travelling had been seven miles an hour. There can be
no doubt that with a well-constructed engine of greater power, a
steam carriage conveyance between London and Birmingham at
a velocity unattainable by horses, and limited only by safety,
might be undertaken with great advantage to the public, more
particularly if, a» might obviously be the case, without interfering
with the general use of the road, a portion of it were to be
prepared and kept in a state most suitable for travelling in
locomotive steam carriages. Signed by eleven engineers, six of
whom were Thomas Telford, President of the Institution of
Civil Engineers ; Bryan Donkin, Timothy Bramab, Joshua
Field, Alexander Gordon, Win. Carpmael. London, November
1833."
We may add a few particulars. The drag had two cylinders
7 inches in dianeter and 16-inch stroke. The boiler pressure
was 100 lbs. per square inch. The weight of the drag was
3 tons 5 cwt. The omnibus and load weighed 2 tons 15 cwt,
making the total load 6 tons.
After the trial on the Holyhead road Sir Charles Dance and
his carriages appear to have vanished. We have no tidings of
any work done later than 1834. With such a heavy engine and
coach the wonder is that Sir Charles succeeded in running at
1 1 miles an hour. Their great weight must have interfered in
many ways with a longer and more successful career.
THE NEW FRENCH REGULATIONS FOR
AUTOMOTORS.
The Prefect of Police for Seine, M. Lepiue, has recently signed
an ordinance regulating the circulation of automobiles in the
Seine Department. The document examines " the use, on the
public way, of vehicles worked by motor power, and also of
those which are used for the making of railroads."
Section I.
Art. 1. — No vehicle worked by motor power or those which
are used for making railroads can be set or maintained in use
without our authority, which the owner must ask for. The
owner must understand that this authority can be cancelled at
any time on the motion of the engineers.
Art. 2. — This authority will be written out on a stamped
paper. It is worded thus : —
1st. The principal dimensions and weight of the vehicle, the
weight of the luggage, and the maximum charge per axle.
2nd. Description of the motor system, the materials for
workiug it must be specified, conditions for use, definition
of the appliances for stopping and warning.
3rd. The names and residences of the constructors of the
vehicle, its motor machinery, and its appliances for
stoppage.
4th. The proofs and verifications of the persons who have
constructed and examined it.
5th. Its number (vehicles made by the same firm should have
a special numbering for this firm and stating each machine
clearly).
6th. The use to which it is to be put.
7th. The public ways on which it will run.
8th. The name of its dep6t or where it is kept.
The application must be accompanied by complete drawings
of the vehicle, of the motor system, and the machinery for
operating the brakes.
Art. 3. — This application must be sent to the chief engineer,
who inspects steam machinery for the Seine Department. He
will himself inspect the vehicle thoroughly, so as to be quite
satisfied, according to Section II, that there will be no danger
iu using it He will have several experiments made to test the
working of the motor and to verify the efficacy of the brakes.
Art. 4. — The authority will be set forth on a special certificate
worded like the present document. Special instructions for
heavy carriages (3,000 or 4,000 kilos.) will be added, if necessary.
Art. 6. — The authority will also fix the maximum speed for in
Paris and outside, especially paying regard to the means for
stopping. This maximum speed will not exceed 12 kilometres
per hour in Paris and in peopled thoroughfares ; it can rise to
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
20 kilometres in open country, but the. latter maximum will
only be allowed on straight, level, broad roads, which are
little frequented. These maximums cannot be surpassed, but
the driver of the vehicle may reduce the speeds of the above
maximums at any time when circumstances require it.
Art. 7. — In case of a change of ownership, of non-execution
of proofs or verifications prescribed by the regulations, the
authority is voided, and the vehicle cannot be maintained in
use without a new authorisation.
Section II. — Dispositions relating to tlic Machinery.
Under this clause are grouped some articles relatiug to
safeguards which ought to be made on the vehicles :— To
ensure stoppage of the motor in case of accident ; facility for
working the machinery and directing it ; existence of two
independent checks, kept in a good condition. Permission will
be granted for periodical alterations, and for the necessary
verifications to effectuate this. The periodical alterations and
repairs to be noticed will be inscribed in detail on the certificate
specified in Art. 4.
Art. 17. — Every vehicle worked by motor power must have a
metal plate, on which must be written in legible letters the
name and residence of its owner and the number accorded by
the authority. This plate should be placed on the left side of
the vehicle, and must not be covered up.
Section III. — Regulations relating to. the Keeping and the
Working of Carriage*.
Art. 18. — No one will be allowed to keep a vehicle worked by
motor machinery specified by the present document if he does
not possess a certificate for competency issued by us to that
effect, and stating the kind of motor- vehicle. No one of 21 years
of age or under will be allowed a certificate. The candidate
must produce his certificate of birth and two photographs (each
photograph must be 2 centimetres broad and 3 centimetres long),
also an authentic certificate of residence. One of these photo-
graphs will be annexed to the certificate. Every candidate must
show a proof to the chief engineer or his delegate (1) that he
possesses the necessary experience for the prompt and sure
use of the machinery in motion and at rest, and for the
direction of the vehicle ; (2) that he is capable of knowing if all
the machinery is in a good condition, and of taking every pre-
caution against explosions and other accidents ; (3) that he
could, if necessary, repair a slight damage while travelling.
The certificates thus delivered are revocable. For vehicles
worked by steam these certificates take the place of those set
forth in Art. 12 in the document of January 3rd, 1888, referring
to the working of steam machinery on the public way.
The driver of the vehicle must conform to some of the regula-
tions which regulate the drivers of horse-carriages, especially
those relating to the precautions to be observed when in motion
and at rest ; to keep to the right, &c. ; to go slowly in crowded
thoroughfares ; to be provided with a horn or trumpet. Vehicles
should also have bells. Vehicles are not allowed to remain
stationary on the public way. A vehicle worked by motor
machinery will not be allowed to tow other carriages.
In case of accident to persons— a notable material accident ,
or explosion — the owner of the vehicle or the driver must |
immediately inform us and the Commissioner of the Police, j
The damaged machinery and its fragments can only be displaced
by major force, or by permission of the Commissioner of the j
Police, before the close of the inquests.
Section IV. — General Regulations. |
Art. 32.— Vehicles worked by motor power should have every-
thing that is applicable to them submitted (1) to the dispositions j
of the laws and regulations specified in Sections I and III in the
decree of the 10th August, 1852 ; (2) if the motor is a steam
motor, to the dispositions of the laws and regulations on steam
machinery' in the decree of the 30th April, 1880, and the docu-
ment of the Prefect of the Police of January 3rd, 1888 ; also to
the Articles 14 and 15 of this document.
Such are the principal prescriptions of this document, which
at present only applies to the Seine Department. The Minister
of the Public Works can make it a general rule for all France.
REPORT OF THE SELF-PROPELLED TRAFFIC
ASSOCIATION ON THE FRENCH TRIALS.
This report only came to hand on the eve of the publication
of our last number, and hence we had not time to examine it
critically. Having since had the opportunity we may say at
once that on the whole it is a fair and unprejudiced account of
what occurred at the trials, and many of its conclusions will
very generally be concurred in. The deputation that attended
the trials on behalf of the Liverpool branch of the S.P.T.A.
included a well-known engineer and naval architect, who, from
his long connection with the construction and classification of
shipping, was not likely to be impressed with machinery of
any sort that was not solidly and substantially built. After
giving a " log " of the performances of the various motors, the
report discusses De Dion and Bouton's system. Speaking of
the boiler it says : —
It appeared to be a good practical boiler and, considering its small capacity
for water, the feed-service was kept well under control. The feed-water tanks
hold about 100 gallons.
and of the engine : —
A horizontal compound engine is used, and provision Is made for the
admission of high-pressure steam to the low-pressure cylinder, for hljl-
climblng and emergencies. The gearing consists of spur wheel', two ratio*,
which may be applied as the work to be done requires, being provided. The
rear road-wheels run loose on the axle, each being driven by means of four steel
arms which extend from the axle and are secured to four of the spokes at points
about mid way between the boss and the rim of the wheel.
The consumption of coke and water was : —
7°8 lbs. per mile.
Coke .
Water
4'4 gals.
The tare of the omnibus Is 4 tons.
The De Dion and Bouton system, whilst ex eedlngly Ingenious, Is, In our
opinion, open to the practical objection that It would require a skilled attendant
and an assistant for each motor. The attention of the driver Is so much
absorbed with the control of the machine that, unless he had another man with
him on the look-out and to sound the alarm-signal, especially In crowded
thoroughfares, we think it would be difficult to secure safe driving.
As regards the prices of these vehicles they are stated as
being £580 for the tractor, No. 13, and £880 for the omnibus,
No. 14, at« works. The report then deals with the Scotte
system. After describing the machinery the report continues : —
The three Scotte vehicles (Nos. 1,2, and 3) ran throughout the trials with
good results and remarkable regularity, but the remarks as to the necessity for
a skilled attendant and an assistant apply to this system as much as to that of
De Dion and Bouton.
Omnibus No. 1 returned the following consumption over Course C :•-
Coke
Water
Price of motor-wagon
,, trail-wagon
... 13'0 lbs. per mile.
... 8-8 gals. „
... £480 at works, Paris.
Speaking of the other motors the report says : —
All the machines exhibited very great ingenuity of design and construction,
one of the most interesting being Panhard and Levassor's Omnibus (No. 10).
This vehicle is fitted with a four-cylinder vertical oil-engine carried In front
under the box seat. The crank and counter-shaft* are longitudinal with four
sets of spur-wheels for variable speed, motion being Imparted by a bevel-wheel
to a transverse shaft which carries the compensating gear and sprocket-wheels
for driving the rear road wheels by link chains. This vehicle consumes onlv
about 1 j pints of petroleum spirit (0:680 S.G.) per mile but, in common with all
oil-motored carriages, has the serious disadvantage of very considerable vibra-
tion when standing or running at a low rate of speed.
It was an instruction to the deputation to inspect the Paris
tramways, and the next pait of the report is occupied with a
description of the Serpollet system. We reproduce this else-
where. Passing on to the conclusions, the report says : —
Reviewing the numerous systems and vehicles that came under our notice, we
are of opinion that—
1. Scotte's and De Dion's vehicles are the only ones we saw capable of dealing
with loads such as we in Liverpool require lo move.
i. Serpollet's system has been admirably worked out for tramcars, but, owing
to the demand for these, not much ha« yet b.-n achieved in Its applica-
tion to ordinary road vehicles.
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3. Oil-engines (Internal combustion), using petroleum spirit, are developed to
a high degree of lightness and economy for pleasure carriages and vehicles
, of a small grass weight.
' '4. There can be no doubt as to the popular feeling In France, where the
■ liveliest interest Is evinced in all matters appertaining to automotors,
but it is more from the point of view of pleasure-seekers with a novelty
than of business men with work to do. At the same time, the practical
carrying aspect of the question is attracting attention, and efforts are
. - ■ -being made to produce vehicles for the transport of goods. No thoroughly
satisfactory vehicle for really heavy traffic was, however, produced at
: those trials. ■
&. As our investigations appear to show that no heavy vehicle in Prance
has yet reached such a stage of development as to be suitable for the
requirement* of this district, we are of opinion that the public trials
which the Association proposes . to hold next spring should be proceeded
with. In order to ascertain the actual position of English effort to produce
self-propelled vehicles for heavy traffio on common roads.
6. As now constructed, neither Scotte's nor De Dion's vehicles would be of any
use in this country, owing to the tare weights being in excess of those
allowed under the provisions of the Locomotives on Highways Act, 1896.
These machines unquestionably have in them the elements of practical
, sucoess.
7. Whilst our conclusions are not entirely favourable to the motor-wagons put
. ' . . forward on this occasion for the transport of heavy goods, there 1b no
doubt that Scotte's anil De Dion's systems are efficient and economioal for
' passenger services, and that Serpollet's tramcar system is a proved success.
It will be. observed that the report, in discussing the De Dion
■ and Scotte systems, condemned these motors because each
"would require a skilled attendant and an assistant." Yet
.conclusion No. 1 admits that these are the only ones the
deputation saw capable of doing such work as is required in
Liverpool. Admitting for the moment that a " skilled " (sic)
, attendant is necessary, is it a logical and economical proposition
to advance, viz., that because by this machine economical
transport is effected, yet it must not be used because it requires
a skilled attendant ? The fact is that far too much stress is put
upon the question of skilled attendance, and to pine after the
ideal motor which can be handled by a person devoid of any
, skill is like sighing after the Elysian Fields. What is meant
by a " skilled attendant " ? Skill is required to work a sewing
machine, a quick-tiring gun, an automobile torpedo, or a coster's
barrow. The amount of intelligence required to work a steam
boiler is really very little, especially when there is trained
supervision. Sometimes the driver of an express locomotive is
termed a skilled man, but given ordinary intelligence and the
' least mechanical perception and a Chinese coolie or a half-caste
nigger is as good on the foot-plate as anyone. If this assertion
is questioned, it is only necessary to mention that in Central
Africa, and America, in the East Indies the drivers of the
automofx>|«, whether these be steam launches, locomotives, or
agricultural machines, are " natives," who have merely natural
' common-sense to guide them. Again, consider the, large fleets
of fishing automotors, i.e., the steam trawlers ; the boilers and
engines of these vessels are handled by the least trained (in a
mechanical sense) of our workers. A fisher-lad, with absolutely
no mechanical training whatever, will get up steam, handle the
winch, and maintain the feed with no other instruction than
that which he gets by knowing that he has got to do it.. We
must protest against this bogey of the skilled attendant. In
such machinery as torpedo-boat engines and boilers, skill in
firing and handling is unquestionably necessary, but agricultural
labourers find no difficulty in managing portable engines aud
boilers, and we cannot admit that anything more than a fair
share of ordinary common-sense and clear-headedness is required
of the driver of an automotor carriage. As touching upon this
question of skill, the report mentions that in Paris an ordinary
driver is entrusted with a Serpoliet car after a week's teaching
by one of his mates. For the report, then, to condemn the De
Dion and Scotte motors because of the skilled attendant seems to
us hardly logical.
After having expressed itself as it has on the merits and
objections to the De Dion and Scotte systems the report says
in paragraph 5 : — " No thoroughly satisfactory vehicle for really
heavy traffic was, however, produced at these trials." If satis-
faction is dependent upon the amount of weight moved at a
certain speed and with the expenditure of a certain amount of
energy, then we think the conclusion arrived at is not a sound
one, as it is at variance with facts. Both these motors have
abundantly demonstrated their ability to handle heavy loads
with great economy. If, however, satisfaction hinges upon the
skilled attendant the conclusion is also erroneous, because as we
have shown the skill required is of an exceedingly elementary
kind. Certainly the attendants at Versailles were skilled
mechanics, and as we remarked in our last issue, not a little
of the success was due to their efforts, but we saw nothing
about any of the steam motors that would deter us from
entrusting them to any intelligent ploughman or fisherman.
We would remark that to be a good ploughman or fisherman
requires good intelligence and skill, but we have yet to learn
that a steam motor-car requires skill of a superior degree.
As showing that our criticisms are shared by others, we
requested two eminent engineers, both ardent automobilists,
to express their opinion on the report before us ; the one
cordially endorses every word of it, and the other writes : -
" I do not agree with the conclusion (No. 4). It is too general
that they will not do for the Liverpool requirements
I quite agree, but is it desirable that the denunciation of the
vehicles ' for really heavy traffic ' should have been accompanied
by the admission that for loads of from 3 to 5 tons, or at all
events 3 to 4£ tons, motor-wagons were exhibited by Scotte,
which are of a really useful and practical kind. Of course they
are susceptible of improvement, if it be only the means required
for making a gear case possible, but even as they are, they would
in many cases conduct a traffic at a cost considerably under that
for horses."
With the other conclusion we quite agree, and we hope that
the Self- Propelled Traffic Association will by next spring succeed
in evolving the " really satisfactory motor."
*MW«I*»«*W^^»^WM^<^*'***#**»
SOUTHALL'S PATENT " IDEAL" OIL-ENQINES.
Among the many varieties of oil-motors few can compare with
the Sou thai 1 for simplicity in design and efficiency in action.
This motor, which we illustrate, is made by Messrs. Hardy and
Podmore (Limited), of Worcester Foundry, Worcester. It is a
heavy oil-motor, using ordinary lamp oil, a fact which will at
once commend it to automobilists, and works on the Otto cycle.
No spirit is either required for starting, which is another good
point in its favour. These motors start easily and with
certainty, have no pumps or other fine parts, and are thus
specially suitable for use by ordinary unskilled persons. The
chief features in them are : —
1st. The patent wick feed, giving an absolutely regular
supply, not of liquid oil but of oil-gas or very fine oil-
spray.
2nd. The ignition of the charges by a piece of metal isolated
by non-conducting material, which, after the engine
has run a few minutes, becomes heated to a higher
temperature than the rest of the engine, thus allowing
the vaporiser to remain at a lower temperature than
would be practicable if its heat had to perform the
ignitions.
Referring to the accompanying drawings : —
Fig. 1 is a part longitudinal section.
Fig. 2, a back elevation.
Fig. 3, a back elevation of the wick.
Fig. 4, a part plan, explaining the governing.
Fig. 5, a part sectional elevation, explaining the governing.
To start the engine, fill the reservoir, A, with oil and screw
down its inlet cap absolutely air-tight, then open the tap, B,
which allows the oil to enter the trongh, C, until it has reached
the level of the inlet, at which level the oil in the trough, (',
will automatically maintain itself.
See that the two stoppers, D and E, are removed, then having
trimmed the lamp, F, with loose cotton waste saturated with
petroleum, light it and by means of the fan provided for the
purpose, blow same fiercely from four to six minutes.
This operation causes the flame to pass rouud an annular
flue, U, formed round the vaporiser, L, heating it and at the
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SECTIONAI VlKWS^OF SotJTHALl'S PATENT " ]DBAL OlL-ESOINK.
II 2
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[Octobeb, 1897.
same time a tube, H, which serves to perform the ignitions for
a short period at starting.
Whilst blowing see that the small lever, J, is turned down
behind a small pin projecting upwards from the governor bar,
K, as this puts the governor in continuous action and reduces
.the compression for starting. After blowing for the above
period give the fly-wheel a few rapid turns, then throw the
lever, J, up and ignitions will commence. Continue to operate
the fan for a few minutes so as to get a good start, after which
extinguish the lamp, F, closing the inlet and outlet of the flue, 6,
with the stoppers, D, E, the engine will then continue to run as
long as there is any oil in the reservoir, A. The speed of the
engine can be varied within considerable limits by simply
putting the spring on the governor, M, in a state of greater
or less compression. N is the wick serving to convey the oil
from the trough, C, to the vaporiser, L. O is the supply valve
controlling the simultaneous admission of air from the passage, P,
and oil gas or fine spray from a number of rather long holes, R,
connecting the wick, N, with the seat of the valve, O. Q is the
exhaust port, controlled by a valve with which the supply
valve, O, is operated by cams on a long sleeve, S, carried on
and driven by a shaft, T, revolving in suitable bearings at
half the speed of the -crank shaft, the sleeve, S, being arranged
Fig. 5
Sectional View of Southall's Patent " Ideal " Oil- Engine.
on a feather key, so that when required it can be moved laterally
along T, compressing a light spring, U. The cam, V, operates
the supply valve, O, cam W the exhaust valve, and cam X, which
has cams formed both on its edge and one side, assists in the
goveniing of the engine, which is accomplished by entirely cutting
off the charges when the engine exceeds the speed it is set to run
at. The governor, M, which is driven from the shaft, T, when
the engine exceeds its speed, draws over the bar, K, against the
energy of a light spring allowing a spring-urged bar, Z, working
in guides to descend iuto the path of the inner end of a short
lever, 1, so pivoted that duiing the nominal working of the
engine it rocks freely backwards and forwards, its outward end
urged by a spring weaker than the spring, U, pressing lightly
against and following the cam face on the side of the cam, X.
The lever, 1, when its inuer end meets the bar, Z, is prevented
from rocking, causing the sleeve, S, to move laterally along T,
compressiug the spring, U, the cam, V, thus misses lifting the
supply valve, O, ami a different face of the cam, W, acts on the
exhauot valve in. such a manner as to hold it open during the
next out and instroke, thus preventing any suction from being
exerted on the supply valve, O. The edge of the cam, X, comes
into operation with each revolution of the shaft, T, causing a
small lever, 2, to lift the bar, Z, up into its original position,
where, if the speed of the engine has been sufficiently reduced,
the bar, K, engages in it, holding it up and allowing the sleeve, S,
trt return by aid of the spring, U, laterally to its normal position,
where the cams, V and W, will again perform their normal
operations.
The igniter, Y, is a piece of pointed metal isolated in a box
casting on non-conducting material, such as asbestos, and having
an inlet pipe, 3, the length of which influences the moment of
ignition. A baffle, 4, is provided to keep the lamp flame from the
trough, C. On a suction stroke occurring, a charge of air and
oil-gas or fine spray is drawn into the vaporiser and cylinder
through the valve, O, forming an explosive charge which, when
compressed, is ignited for a short period at starting by the
tube, H, and afterwards by the extra hot piece of metal, \ .
SIGN-POSTS FOR AUTOMOBILISTS.
Thb Automobile Club of France is nothing if not thorough
on all questions relating to automobiliam. In order to assist
travellers, tourists, and others, it has had erected at various
points on the principal route sign-posts, one of which is shown
in the accompanying illustration, and which is placed in the
village of St. Maclon on the road to Trouville. Information of
this kind is calculated to be a great service, especially in case*
where fuel or water is running short or night coming on.
Similar sign-posts might with advantage be placed on English
roads by the county and municipal authorities, but notwith-
standing their obvious utility we entertain little expectation
of this being done, as it would encourage motor-cars and cyclist*
to use the roads !
A COVENTRY BOLLEE.
Mr. T. Hyler- White, of Coventry, sends us an account of the
performance of one of these excellent motors. The weight is
about 3£ cwt, and is of about H H.P. There are three speeds,
viz., 5, 10, and 16 miles per hour. The cost of running is said
to be $d. per mile. A run was recently made from Coventry to
Cheltenham and back, a distance of 116 miles, which was per-
formed in iOJ hours' actual time (including time for meals, &c).
This gives an average speed of a little over 11 miles, but of
course the real average speed is much higher, being, we under-
stand, 12 3 miles. The machine is remarkably easy to manage,
the steering, starting, and stopping being absolutely controllable,
while rough roads and hills are negotiated with no difficulty
whatever. '
Mr. Hyler- White concludes : — " For a light and handy pleasure
vehicle the machine is almost all one could desire, though a little
more room, to carry, say, a portmanteau, would be a useful
addition. Luggage at present has to be carried on the front
footboard."
.Digitized by
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Octobeb, 1897.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
11
METHODS OF OBTAINING MOTIVE POWER
FOR MOTOR-CARRIAGES.
The following is a free translation of an article on this question
by M. Marcel Deprez, and which recently appeared in the
Genie Civil : —
It seems at first sight that the only applicable force for auto-
mobile vehicles should be the petrol motor, but after looking
more deeply into the question it is found that this is not so safe
as it seems, and it will be seen in the course of this article that
at present steam has great inherent advantages, and ihat it is
of very great use to automobilism. Three years ago, at the
tirst exhibition of automobile carriages, steam was beaten by
petrol, and it has been up to the present day. This defeat of
steam is very surprising, for it is both powerful and pliant,
capable of towing at a speed of 120 kilometres on a level more
than 150 tons.
Use of Metal and Indiarubber Springs. — Their "specific power"
(tic) is really very small, metal springs store work at the rate
of 20 kilogrammetres per kilogramme, and indiarubber springs'
250 kilogrammetres per kilogramme.
Use of Compressed and Liquefied Gases. — There are special
|K>int8 to notice about compressed air, among these are cleanness
and facility to set in motion, &c. ; but in order to store a large
amount of energy very heavy reservoirs are necessary.
Below is a tabular statement compiled by M. Barbet on the
Mekarsky system : —
Particulars of the Compressed Air Locomotive.
Steel reservoirs.
Initial pressure of air : 60 atmospheres.
Elastic strength of the steel employed : 15 kilogrammes per
square millimetre.
Weight of reservoir per kilogramme of air : 12 kilogrammes.
Theoretical work indicated by 1 kilogramme of air in the
receiver : 20765 kilogrammetres.
Theoretical efficiency per cent. : 0"65 per cent.
Practical „ „ 0-33 „
Weight of air at 45 atmospheres per kilogramme for a carriage
of 12 tons : 12 kilogrammes.
The compressors of the Parisian Company for compressed air
give 6"35 kilos, of compressed air at 49 atmospheres per
H.P. hour. One kilogramme of air compressed to 45
atmospheres costs '0072 franc.
The consumption of coal per H.P. hour of the automobile
carriages running through the streets is 4°5 kilos.
It is thus seen that a kilogramme of compressed air at 45
atmospheres can supply a theoretical work equivalent to 20'765
kilogrammetres ; this air ought really to be compressed in a
reservoir to three times the density that it is, which would
increase the disposable work per kilogramme of air to only
169-0 kilogrammetres, whilst a kilogramme of petrol would
practically produce 750-000 kilogrammetres.
By this rendering it is seen that the necessary work 'for
compressing a kilogramme of air to 45 atmospheres is 39'335
kilogrammetres, corresponding to a theoretical rendering of 65
|ier cent. M. Barbet admits a practical rendering of 50 per
cent. ; approximately the final rendering is equal to 33 per cent.
It has already been stated that compressed air to 45 atmos-
pheres cost -0072 franc per kilo. But following M. Barbet's
system, the figure should be doubled in order to allow for
fluctuations, for the interest and redeeming of the mortgaged
capital ; it is also necessary to reckon from the result thus
obtained 30 per cent, for the work of lading, re-heating the air,
aud a possible increase in the initial pressure ; therefore the
price for a kilogramme of compressed air should be '020 franc, or
20 francs per ton.
From data obtained on the different tramways worked on
the Mekarsky system, the following results have been obtained
for the weight of compressed air consumed per kilo-car to
seat 10 : —
Kilogrammes.
Paris- Ville-Errard Line 10
St. Augustin-Vincenues Line 12*5
Nantes Tramway 7
This can be rated at the following expense per kilo-car : —
Francs.
Compressed air 0*200
Fares 0074
Maintenance, oil, and coal ... 0071
Total ....
0346
Lastly, the consumption of coal per kilo-car is 20 kilos, for
a heavy carriage of 12 tons, which is equivalent to an initial
consumption of 4*6 kilos, of coal by an automobile carriage per
H.P. hour.
Finally, in order to solve this problem of mechanical traction,
it will be noticed that compressed air is a very convenient
source of power, but at the same time it is the dearest, and its
specific power is very small.
Use of Liquefied Gases. — The amount of energy necessary for
confining a liquefied gas is pro]K>rtional to the quantity of heat
required to liquefy it, but gases do not possess a heat for
evaporation to be compared with water, which for this reason
is much preferred for storing heat. Besides, as heat cannot
produce so much work from a warm body as a cold, the allow-
ance has to be continually raised, for heat cannot be trans-
formed while working, aud this can only be obtained by two
methods : either by cooling, by means of a condenser, the gas
or steam after having been used in the motor, or by discharging
the gas or steam in the atmosphere, which is only allowable for
water-steam and those gases from the combustion of coal or
petrol. Consequently, not only do liquefied gases, like com-
pressed gases, involve the use of very heavy reservoirs, but they
are very inferior in every way to water for using in motors.
Use of Hot Water under Pressure. — This process consists of
heating the water in a closed vessel to a temperature of 200° C,
this corresponding to a pressure of 15 atmospheres ; this storage
reservoir supplies heat to a smaller boiler, the steam so produced
passing into the cylinder, where it acts on the pistons. This
steam is formed at the expense of stored heat in the water of
the boiler, which thus serves as a heat reservoir. The tempera-
ture of water in the reservoir progressively decreases to 150%
whilst its pressure simultaneously decreases to 5 atmospheres.
It can go below 150° ; on the other hand it can rise above the
initial pressure, 200°. But it is very difficult in this way to
store more than 75 available calories per kilo, of water in the
reservoir. The weight in kilogrammes of a steel reservoir of
1 cubic metre in capacity is given in the following formula,
in which P represents the pressure, and F the stress per square
millimetre.
W = *" X 16000.
F
In the following table are given the weights for reservoirs
having a capacity of 1 metre cube for various pressures :—
Temperature of Water wider Presture.
300°
225°
280°
274"
300°
Absolute pressure in atmos-
pheres 15
25
39
m
86
Actual pressure In atmospheres U
Weight of reservoirs In kilos, ... 221
24
31
58
85
384
SOS
028
1,360
Quantity of heat In calories. In
water above 150° 50*000
75*000
100-000
125 -000
150 -000
Quantity of heat in calories ,
contained in metal , 1 *'M0
3*4«0
7-300
13-900
24-500
Quantity of total stored heat ... 61 '340
78*460
107 -300
133-900
174 -500
Total weight in kilogrammes ... 1,224
1,384
1,608
1,928
2,360
Quantity of stored heat in kilo-
grammes 42
57
60 6
72
75
Energy practically available in
kilos, for total weight, sup-
posing that work Is equal to
10 per cent, of stored heat ... 1,785
B 3
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i2
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Octobbb, 1897.
From the above data it will be seen that a kilogramme of
total weight (water and reservoir) heated to an initial tempera-
ture of 250°, stores a quantity of work equal to 66*6 X 425 X
010 = 2830 kilogrammetres.
The theoretical work stored in a kilogramme of total weight
(reservoir and air) is equal to - , -y = 1*597 kilogrammetres
only. Hot water can store more work than compressed air,
and the work thus stored by a unit of weight increases at first
with temperature, then remains stationary, and finally decreases.
But the special point to notice is that this way of storing energy,
though possessing good qualities, is in certain respects the same
as compressed air ; for instance, very limited in power.
Lastly, it should be noticed that whereas superheated water can
be produced from a simple boiler, compressed or liquefied gases
require special machines, which are very dear and complicated.
' Use of Chemical Action* ; Combustion. — The chemical action
which can produce, with equal weight, the most work is com-
bustion. The calorific power of certain combustibles is very
great ; 8,000 calories for wood and coke, from 8,000 to 9,000
calories for oil, from 10,000 for petrol, and from 11,700 for
acetylene ; lastly, a cubic metre of gas gives in burning 5,500
calories. Coal possesses a very great specific power, for in
burning, 1 kilogramme of coal can produce a number of calories
which, Deing entirely changed in working, would at length be
theoretically raised to 3,400 kilometres. Also, in spite of the
considerable loss of work which is involved in its employment,
coal must be considered as being destined to be used in every-
thing worked by motor force ; moreover, contrary to petrol, its
production is unlimited, whereas that of petroleum is very
limited and is only to be found in certain parts of the globe.
The calorific work of coal in mechanical work is to impart the
disengaged heat caused by its combustion to an intermediary
body alternately heated and cooled.
Work of the Boiler. — The best boiler is the tubular, which
Sossesses the great qualities of being light and economical.
IM. Noze and Geoffroy have made experiments on a boiler of
the locomotive type, the tubular part of which was divided into
a certain number of compartments and which give the following
results. The proofs mentioned in this table took place in a
boiler, half of the tubes of which had been stopped up by
stoppers placed by the side of the boiler, so as the total pro-
duction of steam per hour was the same as in the original boiler.
The boiler produced 6-93 kilogrammes of steam per kilogramme
of coal, whilst the production of steam per square metre attained
the large total of 1 16 kilos, per hour, corresponding to the work
of 10 horses : —
No. of
Compart-
ment.
A.
B.
C.
D.
E.
F.
O.
H.
1
6'37
6-3?
1,390
1,390
318-0
218
3 Ml
3-61
3
8'31
14 68
852
2,343
103-0
1S3
3-31
S-83
3
8-31
33-00
431
2,673
53-0
116
1-12
6-93
4
8'31
31-30
363
2,936
31-7
94
0-68
7-63
5
8-31
39-60
193
3,129
23-3
79
o-.io
8-13
A is the surface of the comidered compartment.
B, the total surface of n 1st compartment.
C, the weight of steam produced in an hour by the considered compartment.
D, total weight of steam produced by tlte n 1st compartment.
B, the weight of steam produced in an hour on a square metre, on the .surface
of the considered conumrtmeiit.
P, the total weight of steam produced in an hour ou a similar square metre bv
the n 1st compartment.
Q, the weight of steam produced by 1 kilo, of coal in the considered com-
partment.
H, the weight of steam similarly produced by 1 kilo, of coal by the n 1st
compartment.
A locomotive boiler, capable of resisting the strongest pressure
used, weighs from 100 to 120 kilos, per 1 sq. metre of heating
surface.
Another experiment made by M. Henry on a locomotive
boiler, the tubes of which were 3 metres long, with an interior
diameter' of 46 millimetres, and an exterior diameter of
50 millimetres, gave the following results : —
Pressure in Millimetres of Water.
Ordinary Grate.
Tembrinck Grate.
25
45
75
t
35 45 7">
Coal burnt per hour in kilos.
466
650
863
446 ! 607 S. 780
Water evaporated per hour
in kilos
3,467
4,907
6,136
3,814 1 5,150 6,311
Co-efficient of economy
7-87
7-55
7-11
8-62 1 8-48 ' S-1S
M. Baudry has also made similar experiments on an engine
provided with ribbed tubes, 2 metres long and 50 millimetres
in diameter. The total number of tubes was 185 ; their
interior diameter 46 millimetres, their interior surface was
52-50 sq. m., and the whole total surface 93 sq. metres ; the
grate area, provided with a Tembrinck boiler, was 14-2 m. The
weight of this boiler was much reduced, as the cylindrical part
was only 2 metres long. The weight of the water did not exceed
400 kilos., however the force and economy of this boiler was
greater than the boiler 3 metres long. The results obtained
are given in the following table : —
Pressure in Millimetres of Water.
I 35
Coal burnt per hour in kilos 428
Water evaporated per hour in kilos. 4,019
Co-efficient of economy ' 9-39
45
75 |
565
715
5,254
6,535
9-30
9-21 '
100
828
7,535 i 8,181
q.ia ! a.rvi
A tube with ribs 2 metres long is more economical and has
more heating power than an ordinary tube of the same diameter
but twice as long. Tubular boilers are not safe for automobile
carriages ; they enclose a great quantity of water at a high
temperature. The boiler being able to contain so much water
saves a great amount of work caused by refilling, but, on the
other hand, it may become very dangerous in the event of an
explosion. On radways, where the inspection of boilers is
perfect and they are worked by thoroughly competent men, the
danger is almost nil, but this state of affairs does not obtain
with automobile carriages.
Acetylene.— The Explosives Department of the Home Office
has recently had under consideration the question of the restric-
tions to be applied to the manufacture and keeping of acetylene
gas, and lias conducted various experiments with the object of
gaining information on this matter. The results show con-
clusively that acetylene gas per se, when under a pressure of
something less than two atmospheres, is violently explosive ;
whereas at a pressure of less than lj atmospheres it appears to
be reasonably free from liability to explosion, provided it is not
admixed with oxygen or atmospheric air. For commercial and
practical purposes it is considered sufficient to allow a pressure
of 20 in. of water above that of the atmosphere (i.e., roughly
about 1 jl5 atmospheres), and it is accordingly proposed to draw
the safety line at this point, and to declare acetylene when
subject to a higher pressure to be an " explosive" within the
meaning of the Explosives Act, 1875. In France and Germany,
the authorities have fixed the limit of danger at 1A and 1 ,'„
atmospheres respectively, and have imposed prohibitions or
restrictions on the keeping or manufacture of the gas when it
is at a higher pressure.
Ha hirdetok irjak k6runk a " The Automotor asd House-
less Vehicle Journal " gondohti.
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OcroBiB, 1897.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
13
THE DAIMLER MOTOR COMPANY (LIMITED).
Dk.
BALANCE SHEET.
May 31st, 1897.
Submitted at the Second Ordinary General Meeting, held at the Holborn Restaurant, Thursday, October 14th, 1897.
£ .. d.
To Share Capital—
Authorised, Subscribed, and Issued 10,000
Shares of £10 each, fully called 100,000 0 0
Lett— Calls lu arrear 442 10 0
Murtgage on Freehold Land and Buildings
Creditors —
On Sundry Accounts
For Payments in Advance on Account of
Orders
Profit and Loss, Balance as per Account
£ i. d.
99.5B7 10
3.0U0 0
0
0
S,l«3 2 a
808 0 0
2
B
9,175 17-
By Licence— Amount Paid for Licence to Manufac-
ture and Sell Daimler Motors, Ac., as per
Agreement dated January 30th, 1806
Freehold Land and Buildings, Ac
Leasehold Land and Buildings
Aitd— Amount expended on additions to date
Plant and Machinery
TooIb
Patterns, Drawings, and Blorks
Furniture, Fixtures, and Fittings
Leu — Depreciation
Stock-
Finished Work and Work in Progress, in-
cluding Percentage for Establishment
Charges
Stores
Carriages, Cycles, and Launches
Shares held
Debtors -
British Motor Syndicate (Limited)
On Sundry Account*
Deposit* and Interest
Unexpired Proportion of Bates, Taxes, and
Insurance
Cash at Bank and in Hand
£ >. d.
£117,735 9 8
ll,tS88 0
:;,h(h 12
1.84(1 5
181 12
■lo.ono o
3,375 0
0
S
— 13.SW 12
17.352 5
2,280 15
180 (1
6
rt
n
ii
H
5
o
1
13,458 6
4,285 13
1,52(> IB
3
H
5
— 1(>,270 IK
MO U
■j
0
2,502 13
4,113 A
56 17
5
10
1
4
128 17
12,322 10
B
M
£117,735 9
8
Dr.
PROFIT AND LOSS ACCOUNT.
January 14th, 1896, to May 31st, 1897.
Materials, Wages and Salaries, Kent, Rates and Taxes,
Insurance, Freight, Light, Heating and Water, Travelling
Expenses, Printing and Stationery, Advertising ana
General Charges 31,
Directors' Fees from February 4tli, 1896, to May 31st, 1897 ... 2
Professional Charlies
Expenses of obtaining Stock Exchange Settlement
Patent Fees
Interest on Mortgage
Depreciation on Fixtures and Fittings
Repairs to Buildings
Repairs to Plant
Balance, as per Balance Sheet 9,
£ «. d.
318 8 3
,104 8 4
802 1 11
75
» 9
111 12
184 12
1«3 8
30 17
,175 17
By Sales
Profit on Sub-Lease of Portion of Motor Mills
and Land
tan— Loss on Sale of Eel Pie Island Property
£47,033 15 5
Profits (other than by Trading)—
In Cash
In Shares £l,5oo
leu- -Commission in Shares ... BOO
Interest and Dividend
Profit on Sale of Fixtures and Fittings
Transfer Fees
Stock-
Finished Work and Work in Progress, In-
cluding Percentage for Establishment
Charges
Stores
Carriages, Cycles, and Launches
11,746
841
0 0
0 0
Ck.
£ «. d.
£ «. if.
1,822 5 3
10,905 0 10
1,705 17 9
900 0 0
13,158 6 3
4,285 13 6
1,526 16 t
;,(s«5 17 9
22B 18 3
188 19 8
13 17 «
19,270 10 i
£47,033 15 5
In presenting the report the directors, in congratulating the
shareholders upon the satisfactory results of the first year's
working of the business, state that in this period the Company
has had to establish, organise, equip, and partly build its works,
and also prepare designs, patterns, and tools for manufacture,
work which must in any case entail considerable expense and
time, but especially difficult when embarking upon an entirely
uew industry such as the business of the Compauy is.
They further report that the factory is now fully engaged in
the regular output of motor and motor-carriages," the demand
for which appears to be steadily increasing.
Although the very satisfactory and substantial balance of
£9,175 17«. (id. stands to the credit of the Profit and Loss
Account on the first year's working, equivalent to nearly
10 per cent, on the capital of the Company, the directors do
not recommend the payment of a dividend, as they have found
it necessary to utilise this balance in the laying down of
additional plant to meet the orders in hand.
Oil as Locomotive Fuel. — The fastest and longest run of a
train hauled by an oil-tired engine is, says The Engineer, that of
the Cromer express, on the Ureat Eastern Railway. Leaving
Liverpool Street terminus at 1.30 p.m., this train arrives at
Cromer — 138 miles' distance— at 4.25 p.m., with but one stop
at North Walsliam, eight miles. from Cromer, where it is due
at 4.10. This gives a run of 130 miles in 100 minutes, or an
average rate of 48'75 miles per hour. The train is regularly
worked by the single-driver express engine of Mr. Holland's
standard design, and fired on his oil-fuel system, and no similar
fast train in the world is worked with such ease to the firemen.
it 4
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[OOTOBBB, 18S*7.
NOTES OF THE MONTH.
Lord Carnarvon has purchased a motor-car.
Mr. D. Albone, of the Ivel Hotel, Biggleswade, stores petrol
for automobilists, and, being a cycle manufacturer, can uuder-
take repairs, &c.
»
Mr. Jas. Roots, the well-known maker of various types of
automotors, is contributing an excellent series of articles on
gas and oil engines to The Engineer.
Thc first electric motor-cab wedding took place on September
16th last at Brixton Church. Needless to say the bride and
bridegroom attracted more than the usual attention.
Mr. A. Valentine (Student I.C.E.), of Croxton House,
Leamington, has been appointed agent for the Arnold motor in
that district. He stores petrol for the use of automobi lists.
Owing to the failure of a scheme for a light railway between
Lincoln and Brigg, a proposal is now being brought forward to
improve the communication between these places by the forma-
tion of a motor-car company.
Country visitors to London with motor-carriages will be
glad to know that good accommodation, if not for man and
beast, at any rate for motors, can be obtained at Coulson's Livery
Stables, Endell Street, Long Acre.
Wb understand that the cycle show to be held in Liver-
pool on January 11th next year will also comprise an exhibi-
tion of motor-carriages. Intending exhibitors should apply to
Mr. Thos. Price, 77a, Lord Street, Liverpool.
The total " paid up " capital invested in British railways at
the close of last year was 1029*5 millions, of which more than
10 per cent, is simply nominal, consisting of additions made in
the conversion, consolidation, or division of stocks.
The United States naval officials are about to undertake a
series of experiments to ascertain whether petroleum fuel, which
would occupy less space than coal, can be satisfactorily adapted
for use in torpedo-boats, and one of the torpedo-boats now
building at the Herreshoff yards will be used for conducting a
series of experiments with oil-burning apparatus. These experi-
ments will De carried out at the Newport torpedo station.
L'Electrieien mentions an instance of great presence of niind
on the part of a Frenchman travelling in a New York electric
cab. The cab suddenly stopped, and one of the occupants — a
cool-headed engineer — investigated the cause and found that
the fuse had blown. It was the work of an instant to take a
tablet of chocolate out of his pocket, remove the tinfoil in
which it was wrapped and connect it in place of the fuse, so as
to allow the cab to proceed gaily on its way again. We shall
now expect to see automatic sweetmeat distributors added to
the comforts of our electric cabs.
Thb beautiful " Rougemont " carriage that has been specially
constructed for Miss Minnie Palmer by the Daimler Motor Com-
pany was delivered to her in Aberdeen last week. It is made
to carry six persons, and its speed can be regulated to four, eight,
or 16 miles an hour. Its first appearance in Aberdeen created
somewhat of a sensation, where motors were unknown. Miss
Palnier has already started on her travels in her new acquisition,
her first journey being to Dundee, where she has been appearing
in The School Girl. Miss Palmer's example should be speedily
followed by other members of the profession, as packed audiences
have been the result so far, due in a measure, no doubt, to the
bold advertisement obtained through the motor-carriage.
" After waiting nearly a year," says the editor of the Cyclist,
" we have at last obtained delivery of our own particular autocar,
and ou Thursday, Friday, and Saturday we travelled consider-
ably over 100 miles upon it. Although we had only once
previously practically handled a car, we drove it from North-
ampton on Thursday, and on Friday took it through all the
traffic of the Birmingham streets, which will show how soon the
management of a good car can be mastered. It is driven by
a Daimler motor, will carry five, steers like a bicycle on a
good road, and swings along at an average 12-mile pace
splendidly. If any of our readers are fancying autocaring, we
can recommend the pastime as an exhilarating one, and we are
also in a position to state that these vehicles have now reached
a thoroughly satisfactory and practical stage, and no one need
have the least hesitation in placing orders."
Drivers of road locomotives in Kent had better avoid
Sandwich, if possible, as in that decaying town there is a deal
of decayed property, and the Mayor is afraid it might fall down
and hurt some one if a locomotive passed through the street*.
While presiding in his awful magisterial capacity as the local
" Beak," he asked the local bobby if be had a copy of the bye-
law regulating the passage of Ioc:>tnotives through the town.
The policeman said ne had not, and his worship said he should
be furnished with a copy. The bye-law said that the rate of
speed while passing through the town should not be more than
two miles an hour ; but there had been frequent complaints
that the rate was greatly exceeded. A good deal of damage
to property was likely to be done by these heavy machines
passing through the streets at full speed, and he hoped the
police would bring any offenders before the Court. Needless
to say, the policeman said that he would give instructions to
that ett'ect.
»
Speaking of the recent French heavy -weight trials the
Electrical Review says, at the conclusion of an article : — " While
steam is so decidedly best for heavy traffic, petroleum is, at any
rate, serviceable for loads up to one ton. Electricity is not
named. It appears that the steam and petroleum cars are
dear, 18,000 francs being quoted for a petroleum omnibus, and
22,000 francs for a steam car, figures a little outside the range
of ordinary transport concerns. A four- horse coach will be horsed
for about £160, or 4,000 francs, but one team of horses will not
run it all day ; so that a four-horse coach represents probably
nearly 12,000 f tunes of capital for a day's work. Still, the
mechanical omnibus seems dear, and must be reduced or shown
to be very economical in order to make its way. Since the fore-
going was written, the electric cab has been placed on the streets
in London, and it seems to run very well. But Londou streets
are smooth, and if accumulators cannot work satisfactorily on
a Loudon cab they can work nowhere on a moving vehicle.
The London experiment should afford very valuable experience
for improving the accumulator."
Professor P.. C. Carpenter, of the Cornell University, has'
been conducting an elaborate set of experiments on bicycle
friction which have led him to the conclusion that no form of
gearing can possibly equal the best chain for efficiency and
durability. With such the frictional loss has been found to be
between £ and j per cent, of the total power transmitted, this
result being obtained with a chain which had previously been
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
15
ridden more than 2,000 miles with a rider weighing about
11 stone. With some other chains less well constructed, a
greater loss has been found, the friction lying generally between
2 and 5 per cent ; the maximum shown even by,an old chain
which did not fit its sprocket properly was under 10 per cent.
No bevel gears yet constructed give as good results as these,
and Professor Carpenter concludes that with even tht best
bevel-geared bicycles the loss must be four times as much as
with an ordinary chain, and six times as much as with the best
chain. Moreover, as has been previously pointed out, gear
wheels to work well must be in very accurate adjustment with
each other, whilst with a chain .no such careful fitting is
required.
♦
Mr. F. T. Bidlake, the well-known tricyclist, writes in the
current C. T. C. Monthly Gazette :- -" Until recently I shared what
I believed to be the very general opinion that a motor tricycle is
a costly plaything of a most unreliable nature, tricky to manage
and apt to suffer serious derangement of its working parts.
An extended trial of one has dispelled this illusion completely.
I do not mean to say that it is cheap, or may be carelessly
handled with impunity, but when you sit still on a machine
and coast, uphill as well as down, and can keep up 20 genuine,
not policemen's, miles an hour on the level, you cannot write
the thing down a fad. I learned the meaning of the taps in
half a mile, and the fascination of manipulating them haunts
me now, though I have had to return the machine, and the new
toy pleased me well enough to urge me to do 190 miles in one
day on it, and 1 only stopped then for a fault in the machine
independent of its motor nature. Although you lose the inde-
pendence of a cycle, you gain in being heedless of the question
of fatigue. Your motor can do its hundredth mile as easily as
its tenth, and the last yards of a climb are run at a uniformly
tiring pace, fatiguing to the muscles of the man motor who
essays to keep with you."
CONTINENTAL NOTES.
Two of the latest' disciples of automobilism are M. Edmord
Blanc, of Paris, and the King of Siam.
It is proposed to establish a permanent exhibition of
automotor vehicles and accessories iu Paris.
Wind Motors. — At a special meeting of the Town Council of '
Lymington recently Mr. Rollason attended with a model of his i
wind motor — the latest kind of improved windmills — and '
explained its working in detail. He proposes to erect one at
Waterford, together with a huge storage tank, at a cost of
£454, and maintain the same for 12 mouths. In reply to
questions, Mr. Rollasou said his guarantee was that the motor '
would do the work if there was sufficient breeze, but not
otherwise. It was agreed to obtain further data as to wind i
power in the district before proceeding further with the :
subject. Before separating, the Mayor, in the name of the I
Council, heartily thanked Mr. Rollason for attending and for .
the valuable information he had given them. |
Not AbrMMt of the Times — The City Companies, as befits
their mediaeval origin, are not, as a rule, promoters or encouragers I
of their various " Crafts " and " Mysteries." We are not aware i
that the Grocers' Company have done anything to prevent, |
say, adulteration, nor do we remember any sartorial improve- |
ment emanating from the Merchant Taylors ; while the Spectacle i
Makers have certainly done nothing to encourage optical ■
research. Hence we are not surprised to learn that the Coach '
Makers are not encouragers of the " Arte or Mysterie " of
motor-car manufacture, probably because this Company also
includes the Coach Harness Makers. Of course a City Com-
pany must, however, do something to justify its existence in the
eyes of a public which, urged on thereto by wicked Radical '
newspapers, is always asking Cui bono? And so the Coach
Makers have offered prizes, amounting to the princely sum of \
about £50, for the best designs in carriages. There are five com-
petitions of various kinds, but we see no reference to motor-
carriages, and good designs of the latter are badly wanted just
now, and we can only express our surprise and regret that the
Coach Makers' Company should be so blinded by and guided by
its mediaeval traditions as to exclude motor-carriages in the '
1898 competitions. However, our French friends will no doubt j
assist the " trade" in this.
Wb understand that M. Bollee is busy upon a new design of
automotor of which great things are expected.
Owino to the new French regulations autoroobilitts have now
to carry about a large heavy book containing the law on the
subject.
»
Thb latest Pennington tricycle is mid to give off 12 H.P.,
and its weight is also taid to be 150 kilos.— at least Let Sports
says so.
— ♦— —
As one result of Les Poids Lourds, a French Omnibus Com-
pany is adopting the De Dion omnibus for certain lines in the
south-western district of Paris.
In coiuequence of some unfavourable criticisms that have
appeared in the French Press concerning the London electric
cabs, the Company concerned has dispatched one to Paris for
inspection.
»
Not content with its achievements, the Automobile Club is
about to establish a line of automotor mail coaches in Paris
available for excursion parties. These will start each day from
the Place de l'Opera.
Bkblin is at length awakening to the possibilities of auto-
mobibsm, and an exhibition of automotors will be held in that
city from October 25th to November 25th, under the auspices
of the Deutsches Export Musterlager.
Afthjr the heavy-weight trials M. Scotte proceeded with
his motor and trailer to Luxembourg, where he had a most
gratifying reception. He has returned to Paris with his
vehicles, and the French Customs have demanded 6,000 francs
as duty.
- — •
The French Minister of Marine invited essays and designs
for submarine boats this year ; 47 authors responded, six sent
in complete designs. Three ty|>es are considered to be feasible.
One is worked by electricity, another by automatic machinery,
and the other by petrol.
Is Berlin the fire brigade employs steam tricycles. These are
always kept ready for a start, and on a call being received two
firemen proceed at once to render preliminary assistance by
clearing the way, &c. When will the London County Council
drop its present expensive system of horse traction I
Tub Automobile Club of Paris has already decided upon its
programme for 1898. It will comprise an exhibition of vehicles,
and will last throughout June. There will be four .sections,
consisting of automotor vehicles which have given proof of their
practical efficiency, industries connected with autoiuobilisui,
motors and vehicles adapted for automotors. On July 5th, and
on the following days, there will be a race from Paris to
Amsterdam and back, a distance of 8G8 miles, and a body of
members will proceed to survey the route to St. Petersburg for
the Paris-Petersburg race to take place in 1899.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[October, 1897.
MAKING MANHOLE JOINTS IN BOILERS.
As steam is unquestionably destined to be the motive power
for vehicles intended for heavy traction on roads, and as this
steam must necessarily be of high pressure, boilermakers and
others will do well to pay particular .attention to such details as
making joints in doors, handholes, &c. The importance of
&*
accurate fitting can hardly be over-estimated, as the conse-
quences attendant upon a sudden eruption of steam and water
in a street would be very serious, involving possible loss of life
and damage to property. The blowing out of the packing used
in making manhole joints is always a likely contingency unless
the very greatest care is exercised. As showing the importance
of this we give an account of an accident of this nature which
occurred on board the steamship " Strathclyde." Thin vessel
is a screw steamer of 3,314 tons. She was outward bound from
the Tyue in ballast for Montreal when the explosion occurred.
A portion of the material of which the joint of the door of the
forward lower manhole of the port boiler was made was blown
out from the lower edge of the do >r, where indicated in the
sketches (tee Figs. 1 and S), and the contents of the boiler were
discharged with considerable force, the pressure of steam on
the boiler at the time being from 140 lbs. to 150 lbs. per square
inch. The second engineer, who has been three years on this
steamer, stated that the first intimation he had of the explosion
was by hearing a "shout" from the fireman, whom he met
coming from the stokehold, and who told him that one of the
forward doors had blown out. He immediately pulled the
fireman's trousers off, and had him removed to the poop, where
his legs were dressed preparatory to his removal to the Shields
Infirmary. After he had eased the starboard, and the chief
engineer the port safety valves, attempts were made to get into
the stokehold to draw the fires, but owing to the presence of
steam and water, the ship rolling and the debrit floating about
in the stokehold, this was not accomplished for some hours.
The second engineer also stated that the appearance of the joint
before the door was taken off showed that for 4 or & inches at
the bottom it had been blown clean out. Previous to the
blowing out of the joint he had seen no leakage from any of
the doors, and until this casualty no trouble had been experi-
enced with the doors, which had always been jointed with flat
asbestos rings made to order, excepting on one passage from
Hamburg to the Tyne, when several of the joints had been
made with Tuck's packing. From the statement of the chief
engineer, it appears that a requisition had been made for asbestos
tape jointing material, but steam having been required before
the demand had been complied with, the joint was made with
J- inch round packing. The spigot of the door in the direction
of the major axis was less than the manhole by T*s-inch and
in the direction of the minor axis by $-inch.
In his remarks on the explosion, Mr. P. Samson, the Engineer-
in-Chief of the Marine Department of the Board of Trade,
says : —
"This explosion affords another illustration of the danger
which may arise from the use of badly-fitting manhole doors,
especially when the joints are made with packing of unsuitable
section, and when sufficient care is not taken to ensure that the
doors are placed centrally in the manholes. It appears that
it has been the usual practice on this vessel to use flat asbestos
rings for the joints of the manhole doors, and no trouble
was experienced with that description of joint, but it seems
the joint of the door in question was made with j-inch round
packing in this instance, iu consequence of the supply of flat
asbestos rings being exhausted, with the result that the
explosion followed shortly afterwards, and, unfortunately,
injured one of the firemen."
ALLOYS AND BRONZES.
The addition of J to 1 % of aluminium to the ordinary brass
and bronze mixtures effects a great improvement The metal
runs better and is more durable and tough. A higher per-
centage of aluminium will produce brittleness.
Aluminium Bronze consists of copper 90 %, aluminium 10 % ;
or copper 95 %, aluminium 5 %. The former alloy has a tensile
strength of 80,000 lbs. It is largely used for bearings, gearing,
chain belting, and for all purposes where great strength and
toughness are required.
Silicon Bronze — Copper 95 %, silicon 5 %— is, as regards
strength, equal to aluminiun bronze, but does not resist corrosion
so well ; it, however, casts better.
Manganese Bronte, as now made, consists of —
Copper
Zinc ....
Manganse
Aluminium
%
53
42
375
1-25
10000
This is perhaps the best material to employ for heavy or light
gearing wheels.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
17
Imitation German Silver. —
Copper
Manganese
Zinc
Aluminium
%
67-25
18-60
13-00
1-25
10000
This takes a good polish, and is besides very strong. May be
usefully employed for motor-car purposes.
Aluminium Solder. —
ELECTRIC CAB5 IN PARIS.
Aluminium
Zinc
Tin
Phosphorus
....
%
2-38
2619
71-19
0-24
100-00
Another solder for aluminium is known as
to be composed of —
Green'
i ; it is stated
Zinc
Tin
Aluminium
Phosphorus
....
/o
50-03
4799
1-76
0-22
100-00
No flux is required, but the faces of the joint are cleaned and
coated with solder, and a hot bit is used to make the joint.
^MMAMMMMMM««MM«^MM«
Mr. John Phillpson on Ooach-bulldlngr and Automotors.
At the Durham College of Science, Newcastle, on September
29th, Mr. Henderson, president of the Institute of Carriage
Manufacturers, presented the prizes to the successful students
in the carriage building classes last session. The chair was
occupied by Mr. John Philipson. The Chairman, in the
course of his opening speech, said :— I am pleased to notice
that science subjects are engaging attention, and I should
like to impress upon young coachmakers the importance at
the present time of devoting some attention to applied
mechanics, and this for two reasons. I need not remind you
that the future success or failure of many industries will be
in proportion to the employment of labour-saving tools. Now,
some of the best labour-saving tools in use at the present time
have been invented by workmen, and this fact is not difficult to
understand, because those men have had a knowledge of applied
mechanics, and they knew precisely what conditions would
have to be fulfilled by the tool in working. The second reason
is, that in a short time motor-carriage construction will form a
department in many carriage factories, and the man with a
knowledge of mechanics and machine construction will stand in
a vastly more favourable position than he who is ignorant of
such matters. I say that I believe the construction of self-
propelled carriages will ultimately form a department of our
business, because I feel assured if the motor-car has to come
(and there cannot now be any doubt about its coming) coach-
makers cannot afford to rest on their oars and allow the new
industry to be monopolised by others outside of the trade. The
motor-car is yet far from perfection, but it would be idle to
shut our eyes to the fact tliat it must eventually play an
important part in our methods of travel and transit, and in
this connection we may reasonably congratulate ourselves that
the birthplace of the locomotive has not been behindhand. The
long series of experiments which have been carried out by my
firm and our friends, Messrs. Toward, have convinced me that
for rural districts, where there is no electrical supply — steam
will play the most important part as the motor power chiefly
on account of its simplicity and its reliability.
The Paris correspondent of the Pall Mali Gazette, which
paper, by the way, is evincing an intelligent appreciation of
automobilism rather rare in the daily Press, sends an account
of an interview he has had with M. Bixio, who is President of
the Compagnie G£n6rale des Voitures a Paris, and who has
sent an engineer to report upon the London cabs.
Said the P.lt.G. man : " And does he speak favourably of the
London cab 1 "
" Not exactly ; but it is just what I expected. The fact is,
that although there are several motor-cabs running in London,
the results are not very satisfactory, English engineers beini?
hampered by exactly the same difficulties as ourselves. In my
opinion, it is useless to put electric cabs in circulation until
these difficulties have been overcome."
" Then when do you expect to be able to give them a trial in
Paris?"
" Ah ! that is absolutely impossible for me to tell you. I am
considering new ideas and receiving new specifications almost
every week, and I carefully examine them all. Some of them are
quite worthless ; others contain certain improvements, and I
have no doubt in the end we shall find a motor-car that will
give us more practical results than we have yet obtained. At
the present time I am expecting a motor-car from Berlin, one
from London, and another from New York. You see, we are
not letting the grass grow under our feet."
I imagined that the difficulties of which M. Bixio spoke were
the old difficulties of the motor and the accumulators. I asked
him if this were the case.
"Yes," he said, "you are right, and it is especially the
accumulators that are troubling us. The motor only presents
difficulties of quite minor importance. The whole question
turns on the weight and the power of the accumulators. An
ordinary cab covers about 60 miles a day, and in order to be
ready for emergencies the accumulators ought to have a driving
power of, say, 80 miles. Of course, there is the alternative of
re-charging in the middle of the day, and in this case 40-mile
accumulators would answer the purpose. But this would lose
the cabman's time, and would also entail extra expense at the
charging stations. . What we are trying to find is an accumu-
lator that will carry a cab about 80 miles. Now, I am told that
the accumulator in use in London is 10 years old ; the best we
have in Paris is only five years old."
"Do you consider that petroleum or electric automobile
carriages will be in use in Paris in the future 1 "
" Oh, the petroleum car has no chance at all. As soon as we
get the electric car ready, the petroleum automobile will be
seen no more. For several reasons the latter cannot compete
with the former, principally because it is not strong enough —
that is to say, it cannot be relied upon to ascend an incline, such
as the Rue des Martyrs or the Hue Lafayette. I quite admit
that at present there is an enormous demand for the petroleum
autocar, and the manufacturers are, I am told, asking for from
15 to 18 months for the execution of an order. But it is mostly
the wealthy classes and amateurs who are using it. They obtain
amusement from it just as a child is amused by a new toy.
"But I am of opinion," concluded M. Bixio, "that neither
the electric nor the petroleum car will ever come into universal
use. Automobilism is only likely to replace horses in public
conveyances and in the case of delivery carte and wagons. The
wealthy classes will always keep to their horses. A wealthy
man will never be so proud of his automobile as he is of his
well-groomed thoroughbreds."
The fourth Dublin Cycle, Motor-Car, and Inventions Exhibi-
tion is to be held from January 15th to the 22nd, 1898, in the
grounds of the Royal Dublin Society.
Jezeli Pan zechcisz oglaszac w pismie naszem prosze podac
nazwe "The Automotor and Horseless Vehicle Journal"
c 2
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IS
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[October, 1897.
A FEW COPIES STILL LEFT.
THE AUTOMOTOR
AND
HORSELESS VEHICLE
Diary and Note M\
1897.
FRIGE 6d.
POST FREE 7d.
CONTAINING :
Full Text of the Light Locomotives Act of last
Session, and all Regulations made in pur-
suance thereof.
Illustrations of Typical Carriages and Motors.
Valuable Formulae, Data, and Tables of infinite
service to all Users and Owners of Auto-
motor Vehicles, including: —
Hydrocarbons.
Properties of the Circle.
Temperature of Steam at High Pressures.
Strength and Weight of Various Materials.
Decimal Equivalents.
Practical Notes on Motor- Vehicle Teste.
List of the Leading French Manufacturers of Motor-
Carriages.
List of the Leading Limited Companies dealing, &c, in
Motor-Carriages.
List of Engineers, Carriage Builders, Ac., taking up the
Motor Industry.
Results of Foreign Speed Trials.
Notes on Motive Power.
The Daimler Motor.
Working Rates, Size, Weight, &c, of Accumulators for
Traction Purposes.
Abel's Flash-Test Apparatus.
Ac, Ac, Ac.
ALSO
A Handy Diary (One Page to the Week) printed
on excellent paper.
It is simply indispensable to all interested in the subject,
and may be ordered of any iiewsvendur or bookseller,
price 6d., or direct f torn, the publishers —
Messrs. F. KING A Co. (Limited),
62, ST. MARTIN'S LANE, LONDON, W.C.
FREE BY POST 7d.
NOTIC ES.
Contributions and articles likely to prove of interest to our readers
trill receive due attention, but in all cases the name and address of the
writer must be given, not necessarily for publication.
All matter intended for publication should reach us not later than
the 10th of each month, and be addressed to The Editob of " The
AUTOMOTOR and Hobsbless Vehicle Joubnal," 62, St. Martin s
Lane, London, W.C. Stamped envelope must be sent if the manu-
I script is required to be returned. The Journal is published the
middle of each month.
All Advertisements should be addressed to F. Kino and Co.,
Limited, 62, St. Martin's Lane, London, W.C, where Advertising
Hates map be had on application.
The Annual Subscription is It., including prepaid postage to any
part of the world. Single copy Id., post free.
Cheques and Post Office Orders should be made payable to F. Kino
and Co., Limited, and crossed London and County Bank; otherwise
no responsibility will be accepted.
SPECIAL NOTICE.
The Automotob and Hobsbless Vehicle Journal can be
obtained from all Mbssbs. W. H. Smith and Son'8 bookstalls, and
the following Agents : —
London : Pottlb and Sons, 14 and 15, Royal Exchange, E.C.
Wholesale : Bkbtt and Co., 5, Pilgrim Street, Ludgate
Hill, E.C.
Birmingham : J. McCann, 37, Union Street.
Manchester : John Heywood, Deansgate.
Newcastle-on-Tyne : C. C. Boss, 35, Side.
Paris : Homebb Mobeau, 97, Rue Nollet.
Victoria (Australia) : Phillips, Osmonds, and Co., 169, Queen
Street, Melbourne.
When any difficulty is experienced in procuring the Journal from
local newsvendors, intending subscribers can obtain each issue direct
from the Publishing Office, by forwarding remittance of Is. for
12 months' subscription, post free (or at the rate of Id. per copy).
The Automotor and Horseless Vehicle
Journal.
A RECORD AND REYIEW OF APPLIED AUTOMATIC LOCOMOTION.
OCTOBER 15th, 1897.
ANSWERS TO CORRESPONDENTS.
A. J. Asiimore (Rowney Green, Alvechureh). — We have
returned your drawings and stamps. We could not say
whether the invention is novel or worth patenting. Your
best course is to consult a patent .agent You might
communicate your ideas to Messrs. Haddan and Co., 18,
Buckingham Street, Strand, London.
H. H. (York). — We cannot recommend as an investment. See
the back mimlwrn of our Journal, in which 20 or :$()
references are made to this affair.
. E. H. (Allriucham). — (a) We regret it is impossible to supply
you with No. 1 except in volume form, the price of which
is one guinea net. (b) We thank you for ail your sugges-
tions re 1398 Handbook. The majority of them have
already been embodied and are in type for the forthcoming
issue. " You will find that the new book will more than
satisfy the requirements you mention.
K. (Forres, N.BA — The address of the Clayton Company is
New York. They are a very big Company, and a letter
addressed simply New York is sufficient.
W
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October, 1897.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
19
B. Roberts (Hyde Park).— (a) No. 7 is a Daimler motor ; the
address of the Company is 219, Shaftesbury Avenue, W.C.
No. 17 is a Benz motor ; the address in Germany is
Messrs. Benz and Co., Mannheim. For England you had
better apply to Arnold's Motor-Carriage Company, East
Peckham, Kent (ft) At present the £1 shares stand at
J to 1tl
Dr. Tvrner, — You will find considerable information on the
Serpollet system in our back numbers. By reference
to the Index which is issued with this number you
will find the pages. You mig^ht also apply to Mr. E.
Shrapnell Smith, Royal Institution, Colquitt Street, Liver-
pool, who possibly might send you a copy of the Com-
mittee's report on this system, which has been issued. A
motor-vehicle has been completed on this system in
England, and we understand it will not be very long
before building motor- vehicles on the Serpollet system will
be in full swing in this country.
Clubs. — (a) We cannot ad vise you upon the first point, (b) We
are not connected with either of the proposed clubs. For
any information you require from either of them it will
be necessary . to write to either Mr. Harrington Moore,
4, Whitehall Court, Loudon, or Mr. Andrew W. Barr,
30, Moorgate Street, London, E.C.
J. B. (Liverpool). — The advertiser had an enormous number of
answers in reply to his advertisement, and we believe he is
still considering the various designs sent in. We hope
later on to receive particulars of his decision and, if
possible, shall publish the selected design.
E. J. W. G. (Chippiug Norton). — We have no power to issue a
permit as suggested, but you may rely upon being received
with every courtesy if you mention the name of our
Journal.
Leon Grosse (Aix-les Bains). — (a) We have sent you subscrip-
tion form as desiied. (6) A communication to any of the
following should procure you what you want : — Daimler
Motor Company, Coventry ; Roots and Venables, 100, West-
minster Bridge Road, London, S.E. ; London Electrical
Cab Company, Juxon Street, Lambeth.
W. K. (Ayr) — Your best plan would have been to join the rest
of the shareholders originally. We cannot advise you upon
your present position, and suggest your communicating
with the solicitors who have the matter in hand.
THE GREAT HORSELESS CARRIAGE COMPANY
AND THE BRITISH MOTOR SYNDICATE.
COVERS FOR BINDING
VOLUME I
OF THE
AUTOMOTOR & HORSELESS VEHICLE JOURNAL
Price Is. Grf. ; Post Free, Is. M.
Can Oe obtained through the usual Agents, or direct from the
Publishers.
INDEX TO VOL. I
/* Published Free with (he current Number.
The Price of Volume I, bound1 complete, has been raised to
ONE «! IISEA NET.
Proprietors and Publishers — P. KING & CO., LIMITED,
82, St. Martin's Lane, London, W.C.
The idea of buying up all the patents relating to a new and
promising industry could only emanate from the brain of a
clever man ; equally so was the idea of forming subsidiary com-
panies to work, more or less completely, some or all of the said
patents. The idea, however, of investing in the latter companies
could only emanate, from the brains of members of the great
British public who, as a rule, are not clever ; indeed, a great
philosopher has said that the majority are— well, not exactly very
wise persons. We should prefer to put it this way -those who
formed the British Motor Syndicate had the brains, while
those who subscribed to the Great Horseless Carriage Company,
which was formed to work the " valuable patents " owned bv
the former, had the money but no —or perhaps not much to speak
of — brains. An exchange has been made which is apparently
agreeable to the members of the Syndicate, but slightly less
so to the shareholders of the Great Horseless Carriage Compiny,
who find their £10 shares worth only a few shillings apiece ;
little or no business being done, general bad management and
inefficiency at headquarters, with every prospect of litigation,
culminating in reconstruction, or something worse. If we
cannot congratulate the shareholders on possessing a remunera-
tive business, we certainly can upon the " vast practical experi-
ence" that they are individually acquiriug, and which they will no
doubt increase, in the art of com mercial manipulation. That many
of the patents bought up by the Syndicate are valuable cannot
be denied, but whether many of them will be worth renewing
when they run out is doubtful. On the other hand, the
Syndicate owns much patented rubbish. As an example of
this we may mention Patent 15,947 of 1893, "For sounding
a whistle on an explosion eugiue by causing the products of
combustion to be exhausted through the said whistle " — about
as useful an invention as that of a whistle made of sugar candy.
It was to work these and other " valuable patents " that the
Great Horseless Carriage Company was formed in May, 1896,
with a capital of £750,000.
It would seem from the prospectus that the objects of the
Company were " to purchase a license to use all or any of the
applications for patents, patent right*, or letters patent of or
belonging at the present time to the British Motor Syndicate
(Limited,), so far as such application, patent rights, or letters
patent relate to carriages, vans, carts, tramcats, and all other
vehicles excepting cycles, bicycles, and tricycles." A committee
of the dissatisfied shareholders in the Great Horseless Carriage
Company complain that " since the flotation of this Company
the British Motor Syndicate have gone on improving the different
inventions and buying newer and later patents, the benefit of
which they withhold from us, while this Company have bought
none, and in a business like this, where its very existence depends
upon it being up to date, it is clear that owing to this Company
having only bought a partial and non-exclusive interest in the
patents owned by the British Motor Syndicate up to but not
since May, 1896, it is being altogether left out in the cold, anil
that in a short time there is every possibility of its having merely
old and out of date models to work upon."
We should say that this is very probable. The committee
continue: — "In addition to this all-important error of judgment
in the formation of this Company, it appeal's that the directorate
contained several members of the board of the Daimler Company.
It is, therefore, not surprising to find that this Company paid
for its share of the buildings at Coventry more than the whole
of such buildings cost when originally acquired by the Daimler
Company. Further, that the Daimler motors themselves are
being sold to us at immense prices, while our works are employed
in making the carriage frames merely under the Daimler directors'
instructions. Further, the British Motor Syndicate not having
granted us exclusive licenses, has the right to run against us in
connection with all its patents, and has also been granting, and
continues to grant licenses under the patents in which we arc
interested, and their newer patents above referred to, to numbers
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Octobm, 1897.
of companies and firms, thereby creating for us business rivals
whom we are powerless to interfere with. The Company, there-
fore, appears to be at the mercy of two enemies — viz., the British
Motor Syndicate on the one hand, who claim that they own
practically everything, and keep acquiring fresh patents with a
view of shutting out everyone else (ourselves included), and the
Daimler Company on the other hand, who are living freely upon
us. The result is shown pretty clearly by the value of the
shares. The £1 shares of the British Motor Syndicate, with a
capital of £1,000,000, are quoted at par, while this Company's
£10 shares are practically valueless."
The committee seek the co-operation of their fellow share-
holders in the direction of a reorganisation, and have instructed
a firm of solicitors to investigate the matters complained of.
The committee announce their intention " to endeavour, in con-
junction with our directors, if they are willing (or, if not, then
without them) to obtain from the British Motor Syndicate fair
proposals for this Company's future, either by amalgamation on
fair terms or otherwise, but to submit such proposals first to
the full committee, and afterwards to a general meeting for full
consideration. Failing this to requisition for a general meeting
to remove any directors who may oppose us, and (if so advised)
to take proceedings against the British Motor Syndicate, dec.,
for return of the purchase price and damages."
To this formidable indictment the directors of the Great
Horseless Carriage Company reply also in a circular to the
shareholders that the aforesaid statements are misleading and
in many cases untrue. They also report that the Company is
making steady progress. According to an interview with Mr.
H. J. Lawson, published by our contemporary, Tlie Road, that
gentleman attributes the evil state of the Great Horseless
Carriage Company to lack of knowledge on the part of the
directors and serious mistakes in the management. Yet in the
same breath he sa} s it would have been difficult to come across
men more suitable for directors. We do uot think so. The
Board included a respectable Peer as chairman — who necessarily
could have no technical knowledge, and, besides, peers and
other noblemen are as a rule entirely out of place on industrial
directorates. The other gentlemen composing the Board
undoubtedly knew a good deal individually about automobilism
although they are not engineers, but we are not aware that
they had any great reputation for the successful conduct of
large business operations such as are involved in the use of
nearly three-quarters of a million of money. And of these
directors the more competent were aliens and resided abroad,
while those who represented the commercial element were
hopelessly divided in their policy. Under these circumstances
it is not surprising that one manager followed another into
seclusion.
If, again, we consider how restricted are the operations of the
Company, and how these are shared by other Companies, it will
be seen that there can hardly be sufficient business to earn a
dividend upon such a large capital. The Great Horseless
Carriage Company is practically restricted to making horseless
vehicles of one type, viz., those operated by light oil- motors,
although we gather that they are to manufacture the vehicles
required by the London Electrical Cab Company. As far as
we can see, the position appears to be this — the Great Horseless
Carriage Company has acted as a kind of wet-nurse to both the
British Motor Syndicate and the Daimler Company. It has
supplied the financial pabulum to both, and now finds itself
getting more and more flaccid while these other Companies are
waxing fat. According to the statements made in The Road,
it appears that the total capital was £750,000, of which
£600,000 has been issued, leaving an uncalled balance of
£150,000. Of this £600,000, the public contributed £300,000,
and of this huge sum, viz., £600,000, only £120,000 was working
capital, of which £70,000 has been spent, leaving but £50,000
to carry on the business with, or the actual cash in hand is
but one-fifteenth of the original nominal capital. The Great
Homeless Carriage Company now finds itself in the position of
having depleted coffers and torn by interna! dissension. The
question is — What is the best course to pursue? We suggest
that a valuation of the plant, patents — especially the patents —
should be made, and their value be severely written down, so
as to disclose the true position of affairs. The legal rights of
the Company as against the British Motor Syndicate should
be clearly ascertained, and a policy either of conciliation or
litigation adopted accordingly. The directorate should be
entirely recast, and, as far as possible, all interests in other
motor concerns should be eliminated. A definite policy of
motor-carriage building should be decided upon, and the
leakage of money for so-called experiments should be summarily
stopped.
It strikes us as a curious thing that a Company which owns
so many valuable patents should yet be obliged to conduct experi-
ments ; this fact alone shows the valueless nature of these
so-called " master patents." We are afraid, however, that the
Great Horseless Carriage Company has made a bad bargain, and
for its present position its directors are morally if not legally
responsible. But if the shareholders of the Company agree to the
propositions set forth in the circular emanating from " A share-
holder," they should bear in mind that by so doing they waive
their legal rights to the recovery of their money subscribed for
shares under the original prospectus.
This circular strikes us as being of a very ingenuous nature,
especially as it appears to quite ignore the actions which are
now waiting in the list for trial immediately after the Long
Vacation on behalf of a large number of original shareholders,
who claim to have their money returned, alleging all sorts
of misleading statements in the prospectus. Amongst these
litigants are some well-known public men, &c, and we
fail to see any bond fide object in a new combination being
started until a legal decision has beeu obtained in regard to
the pending actions. The shareholders should bear in mind
that in regard to these actions each and every director of the
Company is a defendant, and in the event of judgment being
in favour of the plaintiffs, every member of the Board might be
held personally liable for the money originally subscribed. We
can only assume that those shareholders from whom this latest
circular purposes to emanate are unaware of what is going
forward, as in the present state of affairs the benefit to be
obtained for the shareholders by divided astion is not apparent,
although we fully appreciate that should the suggestion set
forth in the document be arranged, then by whitewashing every-
body concerned up to the present time, the relief to the
defendants in the actions pending should be very great. We
cannot credit that the shareholders upon whose oehalf the
actions are being brought will be parties to any scheme that
would in any way prejudice their rights to recover monies
subscribed, and until the Courts have decided the legal question
of the liability of the directors, in our opinion the shareholders
would be best advised not to consent to any alteration in the
present position of the Company.
THE
NEW FRENCH REGULATIONS FOR
MOTOR-CARRIAGES.
Wb publish a translation of these elsewhere in our present
issue. A glance at them will, we think, satisfy the most ardent
advocate for official forms. The French have a love for minute
regulations and bureaucratic methods generally, and they have
certainly gratified this weakness in framing their regulations
for automotive carriages. To say that these regulations are
needlessly minute, vexatious, and wholly unnecessary, is no
doubt calculated to shock the feelings of those who believe that
the State should regulate all things, from the character of the
music-hall variety show to the design of motor-carriages. We,
however, think that the less the State or local authority inter-
feres in these matters the better. Both in Great Britain and
on the Continent the people simply groan under the load of law
that we suffer to be imposed upon us, and, so far from deriving
any benefit from these multitudinous regulations, it is doubtful
whether any good purpose results from them. A few years ago
we nearly stifled the electrical iudustry in this country by
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
21
enwrapping it fn many folds of law paper, but the industry had
freer expansion in the United States, with the result that we
now obtain much of our plant from that country. The French
have so far led in automobile matters, but it looks as though
they now wish to check their own progress by these absurd
regulations). It is one of the most curious signs of the times,
the regulation of all and every industry by the State. It is
only right that admittedly dangerous industries should be under
State regulation, but to subject a harmless and useful industry
to an amount of official inquisition such as is indicated appears
to us to be not only an arbitrary and uncalled for interference
with individual rights but an absurd and impolitic proceeding
altogether. The promulgation of such a mass of regulations
has two effects — it checks the development of the industry and
increases the already inordinately large army of public officials.
We sincerely trust that such regulations as those we refer to
will never be adopted in England. Our own view is that the
common law is sufficient for nearly all purposes of life not
excluding automobile traffic.
■MWWWVMMlXllllMMllWMMlW
ON A COEFFICIENT OF MERIT OF PERFORMANCE FOR
AUTOMOTOR-CARRIAQES PROPELLED BY OIL OR STEAM.
There is a great need of some simple formula which will I
express the relative merits of automotors. Speed is not the I
only thing that is wanted in a vehicle of this description, but I
economy in fuel and water consumption, which, of course, !
measures the cost of propulsion. For want of a better, we i
submit the following formula to our readers, and invite their '
opinions thereon : — '
Let O be the mean speed over any given distance in miles per '
hour ;
0 the weight (tare) of the vehicle in lbs. ;
W the total weight of the vehicle loaded in lbs., with all (
stores, passengers, fuel, water, &c. ; ,
K the consumpt of fuel in lbs. while traversing this
distance ;
C the coefficient of performance.
Then— c _ _0_« i
K. W.
We should say that this formula is a variation of one pro- j
posed by M. E. Hospitallier in La Locomotion Automobile.
It is also applicable to cycles and ordinary vehicles ; only in •
their cases (K) would be omitted from the denominator. I
TRACTION ON HIGHWAYS.
By Sir David Salomons, Bart.
Many tables giving the power required to draw given loads j
on roads with various surface conditions have been made by i
eminent engineers. Such tables are unsatisfactory, for the
simple reason that no standards of road-surface exist, and to
create them is not a simple matter. With traction upon rails
the matter is otherwise — theory, with allowances, applies.
To place the subject before the reader in a manner easy to '
follow, let us consider a fly-wheel turning upon an arbor without '•
friction. In this case the motion imparted to the wheel will '.
urge it on at some given speed, never to stop. Friction alone
will bring it to rest, and we have supposed this to be absent. |
[f such fly-wheel is made to spin at double the first speed,
the stored energy will be fourfold ; if at three times the first
speed, nine times the energy will be stored. In other words,
the energy stored will be proportional to the square of the
speed, and such energy must clearly have been put in the fly-
wheel at the start. Now advance a step further, and suppose
the fly-wheel to run along a rail without friction, instead of
spinning about an arbor. Then we have the simplest and
ideal form of a railway train. The same law mentioned applies
in this case, and may be expressed thus : the energy stored in the
ideal train will be as the square of its speed.
A railway train in motion without friction is impossible ;
hence energy has to be given to start it, and constantly supplied
to make up the losses due to friction in order to maintain
the speed. In the case of a railway the conditions are practi-
cally constant. It is otherwise with the high-roads. These
may be as good as a railway in the case of newly-laid asphalte,
and not much worse with new wood pavement ; but there are
gravel, sand, macadam, rough, smooth, and dozens of other
surfaces to be found, some in good and others in bad condition.
A motor-driven vehicle on a rough road meets with tremendous
resistance, so much so {hat all the energy given to the
carriage might at once be destroyed in overcoming friction.
In such case the power continually supplied will be in propor-
tion to the square of the speed. Fortunately, such baa roads
are not the usual state of things, and experiments lead to show
that the average power required on fair roads, such as a smooth
macadam, is about four times that required upon rails. This
figure 4 may be called the road-factor. Although the law of
squares must exist for vehicles upon the highway, special
conditions exist, due to the nature of the road and the small
limits between the lowest and highest speeds usually employed
— say, 5 to 12 miles per hour, which makes the power and
speed vary in direct proportion for the rates mentioned upon
the country roads of England.
To keep up a speed of 1 2 miles per hour upon all roadways
usually met with, such rate not to be exceeded at any time,
experiment shows that 10 H.P. per ton is about the power
required. Consequently, if half this speed is demanded, 0 H.P.
will suffice.
The brief manner in which this subject has been treated
covers the ground, and shows the difficulties to be met with
when attempting to tabulate the power necessary for traction
on roads in a mathematical form. To sum up the foregoing : —
1. The power required upon average roads, compared with
traction upon rails, is four times.
2. In practice, for speeds up to 12 miles an hour upon fair
roads the speed varies with the power supplied.
3. To travel at 12 miles an hour on good and moderate roads,
up and down hill and on the level, requires about 10 H. P.
per ton.
t*^^****^**^******************
Trial of a Stirling Motor-Carriage. — Messrs. Stirling, of
Hamilton, furnish particulars of a trial of one of their carriages
which tcok place recently on the Glasgow to Carlisle Road.
The distance covered was 100 miles. The car left the works
at 10.15, and travelled without stop to Abington (26 miles
distance), where the cooling water tank was replenished. After
about 15 minutes' delay the car proceeded to a point beyond
Moffat, which was exactly 50 miles from home. The car then
returned to Moffat, where a stay of an hour was made for
luncheon. Moffat was left at 3.15, and the run of 21 miles
back to Abington was made without stop. Here the cooling
tank was again refilled. The remaining 26 miles was again
accomplished without stop. A careful note was made of the
amount of fuel consumed on the journey, and it was found
to be exactly five gallons, which, at the retail price of lid. per
gallon, makes the cost of the 100 miles 4*. Id. The carriage
was of the wagonette type, and carried three gentlemen and
about 100 lbs. of baggage. On the road traversed there were
several long hills encountered, and on the return journey a
stiff head wind was met The entire journey was accomplished
under nine hours, including the stoppages above referred to.
The points of special importance which this trial has brought
to light are, first, the distance which can be travelled without
renewing cooling water, and the economy with which the car
can be worked. Adding the cast of lubricant used, the total
cost would work out at under 1*. 8d. per passeuger. Messrs.
Stirling add that the motor is built on the Daimler system,
using Tight oil. They have built and sold over a dozen motor-
carriages during the past few months, and these are now in
regular use aud giving every satisfaction.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Ootobto, 1897.
REVIEWS OF BOOKS.
"Annuaire Gen6ral de la V6Iocipetle de l'Automobile, &c,
1897." F. Thevin et Ch. Hourt. (Paris.)
This is an international cycle directory, which apjraxently
contains the addresses of everyone engaged in the cycle industry
in Europe. It is a well got up volume, and great pains have
evidently been taken in its compilation. Although almost
wholly dealing with cycles h also has an automobile directory,
which, however, strikes us as rather incomplete, and much
useful information is given relating to dues, tariffs, railways, &c.
Cycle manufacturers will, we think, find this a decided acquisi-
tion to their office library.
"A Practical Treatise on Modern Gas aud Oil Engines." By
F. Grover, A.M.I.C.E. (The Technical Publishing Com-
pany (Limited) ; Manchester : John Heywojd, 1897.)
Price 4*. 6rf.
We have been not a little indebted to our esteemed con-
temporary, the Practical Engineer, at various times for much
useful information, and we have read with interest and appre-
ciation the series of very excellent articles on gas and oil engines
that have appeared in the pages of our contemporary and which
are now most usefully republished in permanent book form.
The author, Mr. Grover, is on the lecturing staff of the York-
shire College, Leeds, which is tantamount to saying that he is
an expert of no mean order. Very excellent work is turned
out of Yorkshire College or originates from thence ; and we
rather envy those students who have had the advantage of the
instruction of Mr. Grover on gas and oil motors, because, not
only for the reason stated but as all old students know, no
instruction is so permanent as that obtained through the medium
of lectures which are followed by discussion between the students
and the lecturer and between the student themselves, especially
if in the latter case, as Professor Perry says in his " Calculus," it
" leads to wrangling." Gas and oil motors are tantalising
things — they are the media by which the heat energy contained
in gas or oil is directly converted into work. Yet for regular
performance of this duty they are not nearly so good as the
worst steam-engine. Could we but do with gas' and oil vapour
what we do with steam (that is, in a mechanical sense), what an
industrial revolution there would be. It is, no doubt, the great
possibilities in gas or oil, or, perhaps, the fascination that
surrounds the problem of the direct conversion of latent energy
into exterior work that has caused many of our brightest and
cleverest engineers to devote so much attention to gas and oil
motors, but it is indicative of the difficulties of the problem that
the Beau de Rochas cycle is still followed in the best designs.
What should we think of a gun that required to be cleaned out
every time it was fired ; yet this is the characteristic of the
earliest and latest types of gas and oil engines, although, as
Mr. Grover shows, an impulse at every outatroke is obtained in
some motors. Commencing with a slight historical sketch, we
learn how, in 1862, the theory of the gas-engine was enumerated
by Beau de Rochas, who, by the way, like most original inventors
and thinkers, died recently in poverty, while many of those who
manufacture engines on the cycle determined by him have
made fortunes. This, of course, is quite in keeping with the
eternal fitness of things. This Beau de Rochas cycle is now
generally known as the Otto cycle, and Mr. Grover tells us in
Chapter III "that since the Otto patent expired, the commercial
value of other engines has much depreciated, and in many
cases makers have abandoned their own patents in favour of
the Otto principle/' We think it would be as well, as a matter
of abstract justice, if the name of Otto in this connection was
dropped and the name of the acknowledged inventor sub-
stituted. Readers of the A utomotor are, we think, aware that,
as a rule, we refer to the Otto cycle under its more correct
designation. The description of the various types of gas-
niotors occupies several pages, and each type is exhaustively
analysed and illustrated. The directions for testing and
indicating are unusually clear and practical, and many useful
hints are given. The same remark applies to the analyses of
coal-gas. The chapter on gas-engine designs is good, but
might be more amplified. For instance, is cast-iron the most
suitable material for oil-motors? Cylinders for vehicles and
information regarding the limiting value of radiators would
also l>3 useful. Part II is a well-written but somewhat meagre
account of petroleum oil-engines. All the leading makes are
described and their various points discussed. No mention is
made, however, of the De Dion, or Phoenix, light oil-motor,
while the reference to the Daimler is very brief. We find,
ourselves, considerable difficulty in obtaining reliable informa-
tion of trials of these Continental motors, and perhaps
Mr. Grover has experienced a similar difficulty. In conclusion,
we must congratulate that gentleman on producing a well-
written, technical work, eminently practical and containing no
more science than is necessary. It is eminently a work for
draughtsmen, foremen and others in charge of gas or oil-motor
plant. We can also strongly recommend it to automobilists.
The book itself is well printed and got up. It would make an
excellent prize to students.
CATALOGUES.
Messrs. W. S. Sargbact and Co., of Chiswick, make a
speciality of electric and steam launches for river and sea
cruising, and send us a copy of their catalogue, which contains
numerous illustrations of their various types of nautical
automotors.
•
From the International Electric Company, of Redcross
Street, London, we have received their latest catalogue and
price list of electric fittings. We observe that there has been
a considerable reduction in the prices of many descriptions of
fittings, and also that this firm makes a speciality of apparatus
for producing Rontgen rays.
»
Messrs. J. asd C. Stirling, of Hamilton, N.B., have so welL
established themselves as manufacturers of motor-cars that
they find it necessary to issue a catalogue describing the
various types of these. There are no less than 14, ranging
from the Stanhope car to the furniture van. We notice that,
as befits a 'firm of such experience in carriage-building, the
various vehicles are exceedingly well designed for their
respective uses. The motors employed are Daimlers, which
were fullv described in our last issue.
The Mannesmann tube is largely used in motor-carriage
construction as iu many other branches of applied mechanics,
and the high quality of the steel used enables a great saving in
weight to be effected. The Company send us their catalogue,
from which we learn that they have gone iu largely for the
manufacture of cycle and motor parts and accessories. There
is an interesting record of tests to which their tubes have been
subjected, and the results given are ample testimony of their
great strength. The steel used has an average breaking strain
of 35 tons per square inch.
We have received from Messrs. R S. Newall and Son
(Limited), of Washington, Durham, the well-known pioneers of
the wire rope industry, their catalogue of wire ropes. In this
will be found some very useful tables applicable to every
purpose for which wire rope is employed. Messrs. Newall and
Son manufacture wire rope for aerial ropeways, suspension
bridges, tramways, mines, &c. This firm were not only the first
to rig a sailing ship with wire rope but they also supplied the
wire rigging to the largest sailing ship in the world, the
" France." Of these two vessels, separated in point of time
by half a century, two very good photographs are given. This
firm also manufactured the first cables used in tramcar propul-
i sion. The catalogue is copious and interesting.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
23
Those interested in electric tramways, railroads, &c., should
obtain a copy of the voluminous and well illustrated catalogue
issued by the Union Elektricilitats Ge8ellschaft,of Berlin. This
catalogue describes the various plants it has installed and gives
a mass of interesting and accurate information. It is one of the
best got up catalogues we hare seen.
The International Motor-Car Company, of London, have
issued a neat and well got up little catalogue of their various
descriptions of motor carriages, ranging from the phaetonette
to the cab and the van. The prices range from £140 for a
phaetonette to £420 for a landau. We understand that over
800 motor-cars of this Company's type are in use on the
Continent and in this country.
Messrs. Geo. .Richard and Co. (Limited), of Broadheath,
Manchester, have sent us a catalogue and price list of their
specialities, including lathes, slotting and drilling machines,
milling cutters, gauges, &c. We notice several new designs and
inventions in the direction of accuracy of work and labour
saving. This catalogue is well illustrated and described, and
those thinking of putting down new plant would do well to
peruse it. The prices seem to us remarkably moderate for such
high class machines.
»
The Newton Machine Tool Works; of Philadelphia, send
us a well printed, well illustrated, and neatly got up handbook
of 180 pages, descriptive of their various machine tools.
American machiue tools are, we regret to say, occupying a
favourite place with many firms, and it must be conceded that
marvellous ingenuity is displayed in designing and making
labour-saving devices. We notice that the Newton Company
have greatly improved the milling cutters, and they ean now
ran these at much higher speed than is usaally the case.
♦
Messrs. Davey, Paxman, and Co., the well-known engineers
of Colchester, send us their catalogue of the numerous types of
engines and boilers they manufacture. Probably no other firm
in the world enjoys such a deservedly high reputation as this.
Their semi-portable locomotives have been familiar sights in
the London exhibitions of the last 30 years. Their position has
been gained by supplying absolutely the best clas3 or machinery.
In the catalogue will t>e found full particulars of engines
and boilers suitable for every purpose, together with a mass ot
technical information relating to steam, &c.
**^W*^^*^**Ml*«l**»^»%**^*^%i
PRESENT STATE OF THE HORSELESS
CARRIAGE INDUSTRY.
In the current issue of the Engineering Magazine, Mr. Worby
Beaumout, M.I.C.E., &c., contributes a highly instructive article
oti this subject. He discusses the various trials that have taken
place on the Continent, including the recent Paris- Dieppe Com-
petition. As to the results, he says : — " From all this it will be
seen that the victory has been almost entirely, year after year,
with the carriages propelled by mineral spirit motors. It must,
however, be noted that most of the prizes have been offered for,
and have gone to, carriages carrying from two to four people.
Wheu larger numbers have 'had to be carried, steam has done
good work, but only ajfew of the steam carriages have been small
and light enough to run under the conditions which the oil
motor vehicle is competent to meet. M. Serpollet made a
number of excellent victorias, but their weight, although less
than that of other steam- carriages, was more than that of the oil
motor-carriages. This alone, although the variable power of the
steam, and especially in the Serpollet, is a most valuable qualifi-
cation for good and bad road travelling and hill climbing, has
given the light oil motor-carriages every advantage. Every
adverse condition of running at high speeds on common roads
increases enormously with increase in weight. As soon as the
weight is above that at which rubber tyres can be used, speed
must suffer a reduction of 30 to 50 per cent ; else wear, tear,
breakage, and loss of power will result, with attendant dis-
comfort for riders. The lighter Serpollet victorias of the type
most recently made are light enough to bo fitted with rubber
tyres. They weigh only about 1,500 lbs., and, as they offer
the many advantages of steam, they will probably remove many
of the objections raised against the oil motor-driven vehicle.
"The experience in England with the lighter types of vehicles
propelled by mineral spirit or oil is limited in comparison with
that of the French— not perhaps one- fifth. So far as it has yet
gone, it has only confirmed the facts proved in France— that the
carriage driven by the mineral spirit motor is a very excellent
makeshift, and, as now made by Panhard and Levassor, Peugeot
FrOres, Roger, and Delahaye, very difficult to improve or to
describe as open to obvious improvement They may be open
to obvious objections, including vibration when the carriage is
standing, and occasional smell of incompletely-burned oil when
frequent stoppings and starlings are imposed by street- traffic
conditions ; but both these are objections which are lessening
with almost every carriage that is built, although the means of
their complete removal cannot be specified off-hand. In the
early days of locomotives, coke ovens had to be put up as part of
every great railway establishment, because for years they could
not burn coal. The way to get over this difficulty could not be
discovered in the hurry of a few months, but, after some years
of every-day use of locomotives, the difficulty was removed in
the simplest manner, the locomotive being used all the time,
but denounced by every critic, whose useless and obstructive
part is followed by similar critics of to-day concerning motor-
carriages."
H/\/%^»*S*S**l^*X****^*W»^rt*
The First Death by a Motor-Carriage. — Last month we
chronicled the name of the gentleman who will go down to
posterity as being the first Jehu to be convicted of being drunk
on a motor-cab. We now have to record the first death through
a motor-cab. Juvenile exuberance is strongly manifested by
the average London boy, who is not taught at the Board Schools
how to behave, either at home or in the street Indeed, the
appearance of any novelty in the streets is as eagerly welcomed
by the ordinary boy as "some new thing was by the
Athenians of old. Hence it is not surprising to read in the
daily papers that as an electric cab was passing down Stockmar
Road, it excited the interest of a large number of children who
had just left morning school. One of the occupants of the cab
cautioned the children to keep away from the vehicle, and
naturally they did not, aud equally naturally when about
200 yards away from the spot where the caution had been given
a groan was heard, and the occupants of the carriage felt a
sudden jerk. The driver at once looked at the wheels and
saw that a child bad somehow or other got entangled with
the driving chaiu of the motor. The occupants alighted
and doctors were at once sent for. Considerable difficulty was
experienced in getting the child out, and it was not until one of
the back wheels had been taken off that he was extricated, and
by this time the poor boy had expired. It is thought that he
got on the box at the back of the cab, aud through his clothing
catching in the cog he was drawn under the chain.
I We are Olad to Hear It — According to the 1'all Mall
I Gazette the movement towards an introduction of automobile
cabs — and omnibuses ! — has reached Berlin. Some of the
I leading men of the electric establishments, among others
i Mr. Rathenau, the director of the Berlin Electric Works ; Mr.
I Borsig, the head of the largest locomotive-building establish-
ments ; and Colonel Budde, the chief of the railway department
in the " Generalstal" of the Prussian army, have founded a
company for motor-cabs and omnibuses in the great towns
of Germany, and they will begin their action at once in Berlin
if the President of Police does not put a veto in their way. The
Berlin pavement, mostly macadam in the principal thorough-
fares, is exceedingly fit for motor-cabs, and there is every hope
of success for such a company.
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24 THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Ocrowm, 1897.
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he adoption of the autoinotor.
will imitate Chiswiek.
gill, in his annual report on
, says : — " There are only two
Upper Congo, as far as its
which are valuable enough to
:se are ivory and indiarubber,
limited in quantity, and slow
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i sufficient indiarubber in the
eld rich harvests for many a
ate of exportation than the
verage of 100 tons per month,
tivation better. Ivory may be
indispensable, the one tropical
ption is ever on the increase,
iminishing. The preservation
;h the elastic juice is obtained,
-aining it in greater quantities,
jht, to which too much at ten -
Already something has been
dicers of superior intelligence,
itches of forests to be stripped
>r the needs of the future."
;rade of Mexico, says : — " The
;he collection of chicle gum,
-ation in order to be brought
i excited a good deal of atten-
hat the exportation in 1806
a. that of the preceding year,
lmost exclusively as a chewing
being made with a view to
ed for certain purposes as a
valents of Weights, Measures,
1 explained in Thk Automotor
and Pooket-Book for 1897,
information. Price Qd. ; post,
id Co., 62, St. Martin's Lane,
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25
shaft. It carries four smaller wheels, D— tee Fig. 2 also— by
long spindles, a, a, to which are keyed four sets of stepped
wheels, H\ 0\ F>, E>, which gear with four central wheels,
H, 0, F, K The latter wheels are quite independent of each
other, and each one is provided with a separate wheel, /, con-
trolled by a powerful brake. On the other side of the disc
there is the double wheel, B, C, of which D is the chain wheel
and .C a toothed pinion gearing with the four wheels, D. Let
us look now at the action of the mechanism. Suppose A is
revolving at a constant speed, and the four wheels, /, are
President Sir Davis Salomons, Bart.
Secretary .. Ajjdbbw W. Babb, Esq.
President of the Liverpool Centre The Eael op Dbbbt, K.Q-.,
G.C.B.
Hon. Local Secretary .. . . E. Shbapnell Smith, Esq.
Sefni-OJIcial Journal of the] The AtJTOMOTOK AND IIoaSB-
Attocialion J LBSS Vkhiclb Jocbnal.
SELF-PROPELLED TRAFFIC ASSOCIATION.
LIVERPOOL AND DISTRICT CENTRE.
With reference to the proposed trials of the Self-Propelled
Traffic Association (Liverpool Centre) which are to be held next
year, the members of the sub-committee are now engaged in'
formulating the rules, conditions, &c, and will meet on the
15th instant, when it is hoped a draft will be decided upon
for submission to the entire body of the Council. We hope the
London Council of the Self-Propelled Traffic Association will
also see their way to join in promoting these trials, so as to
contribute to their success and make them as representative
as possible.
>
Wb regret to announce that the paper which Mr. Dugald
Clerk had arranged to read before the Self-Propclled Traffic
Association (Liverpool) on " Oil Engines for Motor- Vehicles,"
and which was postjxmed from March 2nd last, is now agaiu
indefinitely postpoued, mainly in consequence of Mr. Dugald
Clerk taking the view that the advance in this class of motor
has not been sufficiently great during the past year to warrant
hiru in dealing with the subject in detail this session.
THE PRETOT SPEED GEAR.
Fid. 1.
allowed to turn freely, the brakes being loose, then C will not
rotate, but D will revolve as it circles round C, and will
impart motion to IP, 0\ F\ E, and they to H, O, F, E, in
proportion to their relative sizes. Now, suppose the brake
is applied firmty to E, then, as A revolves, £> rotates at a
speed proportional to the difference in diameter between it
and E, and imparts motion to D, which in turn passes it on
to C and B, and so to the driving wheels, this representing
the highest speed of the vehicle. The two other wheels,
The question of variable speed gear for motor-carriage
builders who use oil-motors is the great crux in design, and it
is usually surmounted in anything but a mechanically satisfac-
tory manner. One of the best designs we have seen has been
brought out by M. Pretot, of 42, Avenue Phillippe Auguste,
Paris — the well-known motor-car builder. This, gear is shown
in section in Fig. 1. As will be seen it is of the epicyclic
kind. For the following description we are indebted to The
Eiifiiiwer : —
A is a disc which can be either keyed directly to the motor
or better driven by teeth in its rim froiu a pinion on the motor
Fio. 2.
V, F, evidently give lower speeds, but when the pair, H\ //,
are put in action, the driving is reversed, and the carriage
goes backwards. It is a little difficult to see at once why this
should be. Two considerations will, however, we think, make
it clear. In the first place, as we move from E to O, we get
slower speeds until, if a wheel between Of1 and H', and of the
same diameter as I), were used, no revolution of V would take
place, because V and H would then be of the same diameter.
We have, therefore, come from maximum to nothing, and any
further step in the direction of increasing the cone wheel, as //,
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Octobbb, 1897.
must represent a minus or reverse quantity. For a second con-
sideration, suppose Hl made so big, and H so small, that Hl
received no rotation at all from H — that is to say, suppose it
was revolving round a single tooth in the centre of the shaft —
then D would evidently be fixed, and its teeth would lock with
(', which would then revolve in the same direction, and at the
same rate as A. Now this is the reverse motion to that which
all the other wheels impart, for they make C revolve, it .will
be seen, in the opposite direction to A. The speed which is
imparted to D is easily found, and may' be expressed by the
formula —
LAW REPORTS.
(a*')-*
where is the speed ratio between the stepped cones and j is
A
the number of revolutions made by the disc. This is true only
when D and C are of the same size, as in the case illustrated ;
if they are not of the same size the result found above has to be
multiplied by their diameter ratio. The formula will be readily
understood from the following considerations. Suppose all the
brake wheels were loose and C fixed, and that A was caused to
revolve. Then D and C being the same diameter, evidently in
one revolution of A, D would make one revolution about its own
axis. Now, this direction of revolution so produced is the same
as that imparted by any one of the brake wheels. It is evident,
however, that the only motion transmitted to C must be due to
an excess of speed that D receives from the brake wheels over
that which it would have by simply rolling round C, which
means that the motion given to C equals the revolutions of C
less the revolutions of A.
To Determine the Speed of Hallway Trains Count the
number of telegraph poles passed in a minute, double it, and
the result is speed m miles per hour.
Fuel Cost Calculator.— We have received from Messrs.
Meldrum Bros , of Manchester, one of their fuel cost cal-
culators, and a most ingenious and useful little instrument it
is. It is a double sliding rule made of stiff cardboard and about
6 inches by 2 inches, and can be conveniently carried in the
pocket By this automatic calculator the steam user can see at a
glance what is the cost of the power he is employing, and also
the weight of coal burned per I.H.P. per hour. It also enables
him to see how the price of coal affects the cost of the produc-
tion of power. To managers of mills and factories we can
strongly recommend this miniature calculating machine. We
would suggest to Messrs. Meldrum Bros, whether they could
not bring out a similar one adapted for motor-cars showing the
cost of running per hour and per week and per mile, for coal,
electricity, and petroleum.
Magisterial Prejudice against Motor Vehicles.— We have
often occasion to comment upon the discriminating harshness
with which magistrates treat cyclists and drivers of automotors.
From the provincial bumble, usually some petty horsey squire,
we expect such things, but to find a London magistrate
exhibiting such narrow-minded prejudice is simply deplorable.
Yet more than one London magistrate shares the unenviable
reputation for failing to do strict justice. At Marlborough
Street Police Court recently the following parallel "judg-
ments " {sic) were given : —
Cabbst.- -Leaving horse and
cab absolutely unattended for
thirty-five minutes, fined In.
Motor- cab Driver. — Sit-
ting in car outside owner's
premises for fifteen minutes
waiting orders— 10». and costs.
Comment is surely unnecessary — unless it be from the Lord
Chancellor or Home Secretary.
1 Mr. Justice Btrke, on September 15th, made an order for
| the appointment of a receiver and manager in the matter of the
| I.E.S. Accumulator Company (Limited), the action being brought
by the sole debenture holder (Mr. Browning). Leave was given
! to act at once, and to borrow a sum not exceeding £1,000 for
, the carrying on of the business.
i A petition was presented on September 7th to the High
' Court, by Messrs. J. K. and R. Lord, Barnbrook Boiler Works,
' Bury, Lancashire, for the winding up of New and Mayne
i (Limited). The solicitor for the petitioners is Mr. T. B,
, Birtwistle, Bury ; the London agents, Messrs. Shaw, Tremellen
' and Kirkman, 14, Gray's Inn Square, W.C.
Ik the Vacation Court, on September 15th, Mr. Justice Byrne,
on the application of Mr. Rucker, a debenture holder, appointed
a receiver and manager in the matter of New and Mayne
(Limited), electrical engineers. No opposition to the order-was
offered. The receiver appointed was granted leave to act at
once, and to borrow a sum not exceeding £1,500 for the purpose
of the business.
Under the failure of Sidney J, Hersee, 14-15, Coleman
Street, a meeting of the creditors was held on the 7th inst.
at the London Bankruptcy Court. During the last two years he
has been connected with the promotion of the Tavernier Motor
Syudicate(Limited), Armstrong Dove Motor Syndicate (Limited),
and other companies. The accounts filed under the proceedings
show total liabilities £14,746, of which £4,492 are unsecured,
and assets valued at sufficient to yield a surplus of £2,728
beyond the liabilities.
*
At the London Bankruptcy Court, on September 23rd, the
first meeting of creditors under the failure of Berkeley B.
'Bennett was held. The debtor about 18 months ago became a
director of the British and Colonial Trading Corporation, and
through it he became interested in certain company transactions.
He has filed accounts showing a total indebtedness of £41,197,
of which, however, only £2,135 is returned as expected to rank,
and assets valued at £2,382. Amongst other things the debtor
attributes his insolvency to a loss of £13,000 sustained by
financing Mr. L. H. Goodman's undertakings, and to liabilities
on unpaid calls, for shares underwritten, in the Leather Shod
Wheel, £9,000, &c.
i
Daimler Company v. Bowen.
On September 17th, before Mr. Justice Byrne, in the Vacation
Court, on behalf of the Daimler Motor Company (Limited),
counsel asked his lordship to restrain one, Bowen, from removing
certain of the machinery and plant on premises and works on
Eel Pie Island, purchased of the mortgagees by plaintiffs in
May, 1896, the defendant's case being that the machinery in
question was not included in the mortgage. The machinery
having been actually moved and made ready for shipment, his
lordship suggested an arrangement, as it was evident he could
not order it to be replaced in working order pending the trial
of the question raised in the case ; but, difficulties being
suggested by counsel who appeared for the respective parties
concerned, the case was fought out at great length, and in the
result it was agreed plaintiffs should take within a week.
Is a Motor- Van a Light Locomotive or a Legal " Carriage " P
—A Point of Law.
At Bow Street, London, on September 24th, F. Leaden, the
driver of a motor-van, was summoned for allowing his van to
stand in the roadway for 20 minutes without loading or unload-
ing. The case was proved by P.O. 231 E who said he saw the
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THE AUT0M0T0B AND HORSELESS VESICLE JOURNAL.
27
van standing outside a shop in High Holborn from 12.30 to
12.50 on September 14th without loading or unloading. Mr.
Houston contended at great length that this vehicle, being a
motor-car, was to be considered, under the Light Locomotives
Act, 1896, as a carriage, as was expressly laid down therein, and
therefore it did not come within the Police Act, 2 and 3 Vic,
under which this summons was taken out, but was subject only
to the penalties provided by the former Act. He also called
evidence to show that the van had only called for orders, and
left immediately it was found that there were none. Mr.
Lushington said that he could see no sort of reason why a motor-
van should not be under the same regulations as any other vehicle
for the conveyance of goods. The delay had been clearly proved,
and he should impose a penalty of 10». and is. costs. Mr.
Houston said he should ask his worship in due course to state a
case, and Mr. Lushington replied that he should have no
objection to doing so if the application were made in the usual
form.
More Furious Driving' : Extraordinary Ignorance of Police
and Court Officials.— Mr. Edmund Gibbs,of Lime Tree Terrace,
New Southgate, was summoned at Marlborough Street, on the
8th inst., for riding a motor-tricycle to the common danger on
the public highway. Constable Watts, C Division, stated that
on September 23rd the prisoner, who was riding a motor-
tricycle, went on the wrong side of the refuge at Oxford Circus.
A number of persons were crossing the road at the time. He
took the name and address of the defendant Mr. Hannay :
How did you catch the defendant ? The Constable : I ran after
him and hung on to his coat-tails. (Laughter.) Mr. Lyell (the
Chief Clerk) : What is a motor-tricycle ? The Constable : It is.
a new iuventior. There is an electric battery to propel it, but
one can work it with the feet without the aid of the motor. In
defence, Mr. Gibbs said that the motor-power of his machine
was petroleum, and not electricity. At the time in question he
was only going two miles an. hour, and was propelling the
machine entirely by the aid of his feet. He could not move it
at a more rapid pace when he only used his feet. Mr. Lyell :
What about going on the wrong side of the refuge ? ' The
Defendant : I admit going on the wrong side of it. Mr. Hannay :
That is in itself an offence. You must pay a fine of 5s. aud Is.
costs.
♦ ■"
Parlous Driving.— At the Gloucester Police Court on the
1st inst. John Taylor was summoned for furiously driving a
motor-car on Sunday, September 19th. P.C. Milieu said he
waa on duty in Northgate Street about a quarter to 8 o'clock
on the evening of September 16th, when he saw a niotrr-ear
being driven at a speed of from 14 to 16 miles an hour. Witness
called to the defendant, but he did not think he heard witness,
as lie was blowing the hooter. Two other young men were
with defendant the whole time. Defendant said he had the
car under perfect control, although he was going at about
14 miles an hour, and he could pull up within four yards.
The Mayor pointed out the danger of such a practice, but as
this was the first case that had come before the Bench they let
defendant off on payment of the costs.
A Sensible Magistrate. — In a case heard recently in the
Aberdeen Sheriff Court in which four cyclists were charged
with racing on a section of the Newmachar Road, Sheriff
Brown found the case not proven. He understood the prose-
cutor's contention to be that a bicyclist riding at racing speed,
per se, committed a criminal offence, without reference to
whether, as a matter of fact, danger was created to the public
by the act. The prosecutor had not fully explained what the
ratio of this view was, but his Lordship took it to be that from
the conditions of the pastime in which he was at the time
occupied, a racer, whether on a horse or a bicycle, was bound to
shut his eyes to danger, and that the safety of the public was
never in his mind at all. The presumption must be raised
against him that cycle racing was of itself a danger to the
public. The Sheriff had no doubt that many people had long
ago reached the conclusion that even in their ordinary use such
vehicles had added a new terror to life— (laughter) — but if they
had to put up with them at racing speed, even on public
thoroughfares, it was doubtless held that the Legislature must
intervene to protect the public. He should not be at all
surprised if legislation followed on the strength of the feeling
in the public mind on this subject. But his Lordship was con-
cerned at present only with the scope of the common law, and
if a bicycle was a carnage, and so declared by statute, the
prosecutor had never yet succeeded in obtaining a conviction
against a driver of a carriage for furious driving, except on
proof that in point of fact danger to the public had emerged.
The evidence for the defence was strong enough to suggest that
what was called racing speed in the present case was really of
a somewhat harmless kind. (Laughter.) The decision of his
Lordship was received with applause in Court.
A MECHANICAL TRANSMISSION SYSTEM.
Mr. Ernest M. Bowdek, 9, Fopstone Road, Earl's Court,
London, S.W., has patented a simple mechanism by which a
small mechanical effort is transmitted round corners, or between
points which are not fixed, without the use of such complications
as pulleys, levers, or ball joints. It consists of a flexible pipe
M^iilpmiipilitllllllfMMM
formed of coiled wire, in which is another running longi-
tudinally. At each end the inside wire projects beyond the
outside, and is passed through a hole which is not large enough
for the outside, or tubular, wire to go through ; this hole, how-
ever, being preferably, but not necessarily, large enough part
of the way to form a sleeve which holds the end of the outside
wire, aud then reduced in size to take only the inside wire.
If the inside wire is pulled, and one end of it is drawn, say,
an inch out of the tubular wire, the other end will be drawn
the same distance in, and iu being so drawn in it performs the
operation which has to be done, although the wire cord formed
of the two wires may hang loosely about in any position.
The accompanying illustrations show the method of use. The
wire cord is the only connection between two independent
plates, Each plate has a small projection on it, through which
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Octomb, 1897.
the outside wire cannot go ; but the inside wire is passed
through the projections, and attached at one end to a lever,
and at the other to a spiral spring. Notwithstanding that the
model is suspended in mid-air, and that the cord is tied in a
knot, the action is perfect and positive. When the lever is
moved to the position marked by the dotted line, the spring is
extended, and when the lever is released, the spring draws it
back. For many purposes this method or transmission may be
usefully employed.
We, however, question whether there is any novelty in this
" patent." The combination is exceedingly simple and obvious,
and must have been used in many operations.
DOINGS OF PUBLIC COMPANIES.
New Beeston Cycles and motors — Reconstruction
Scheme.
Aftkb the remarkablo and sanguine prospectus of the New Beeston
Cycle Company (Limited), issued only as late as June last year, the
circular proposing reconstruction just issued by the directors is but
sorry reading. Possibly the shareholders have but little option in the
mutter, but we think it should require a good deal of consideration
on their part before consenting to " sink the past " and practically
place the original promoters in possession of the whole of the property
and assets of the proposed new Company, by handing over £60,000
of debentures in the reconstructed Companies in exchange for £360,000
of vendors' shares in the present Company. Beyond this the share-
holders are asked to provide further working capital at the rate
of 3*. per share, the vendors, as far as we can see, not being called
upon for any cash. It appears to us that as the whole of the cash
originally subscribed by the shareholders has been absorbed, the
vendors, who not only received the £360,000 in shares (which it is
now proposed to exchange for the £60,000 of debentures) but a
considerable amount in cash, should at the very least contribute to
the required working capital pro rata with the other shareholders,
to the amount of their holding in the old Company. It is for the
shareholders to see to this at the meeting.
The following is the circular referred to, issued "by order of
the Board," and dated September 29th last, in which the directors
state that with reference to the notice of meeting sent out, the scheme
embodied in the resolutions to be submitted at the meeting is the
outcome of negotiations between the Board and the vendors extending
over several months, with the object of (1) reducing the capital,
which now stands at £1,000,000 nominal, of which £674,090 has
been issued, principally in respect of goodwill and licenses ; (2)
relieving the business of the onerous burden of vendors' shares,
representing over £860,000 ; (8) separating the cycle from the motor
business. The scheme which is explained below will, in the opinion
of tbe directors, plaee the business upon a thoroughly sound and
independent footing and upon a proper business-like basis for the
payment of dividends, and greatly increase the value of the shares,
which now stand at a considerable discount, caused, no doubt, to a
great extent, by the over- capitalisation of the Company. During
the past season the Company has erected new works, which, with
those previously in existence, are amongst the finest premises in the
cycle trade. New machinery of the best class has been laid down
for conducting the various departments on an economical basis.
During the year nearly £70,000 has been laid put in additional
buildings, plant, stock, 4c, thus greatly improving the Company's
position. Owing to the inclement season last autumn, and to the
great difficulty the contractors experienced during the winter in
gutting building materials fast enough and sufficient men to rapidly
complete the new works, the Company did not enter into full
possession till April of this year, and it was later still before the
new machinery was completed, and in full working order. Thus,
m the new buildings, the management has only been able to
take advantage of the latter part of this season's trade, while
the output of the Quinton Works was much impeded by the
introduction of the motor department. In consequence of these
unforeseen difficulties the Company was unable to execute a large
portion of the orders which had been placed with them, the profit on
wliich would have represented a substantial sum. With respect to
the motor department, the Board found themselves embarked in an
entirely new industry, necessitating an expenditure of a very con-
siderable sum of money in experiments, while continued changes in
tho construction of the motor-cycle were necessary to render it
suitable for the English market. The great amount of care and
attention and the large outlay which has been bestowed on this
branch has, howover, the directors are pleased to say, resulted in the
fact that motors are now produced far in advance of anything
previously in existence, either in 'England or abroad, bo far as neat-
ness of appearance, speed, power, easiness of control and absence of
noise and vibration are concerned. The result of this expenditure
will, your directors anticipate, enable the Company in the future to
make a considerable profit on the motor business instead of, as in the
past season, an outlay which practically absorbed the profits made
in the cycle business. As this expenditure, however, was absolutely
necessary in the establishment and development of this new industry,
it must not be regarded as a loss ; it should in the future be
productive of satiHfactory results to the new Company. The
capabilities and achievements of the Company's latest motors
will be appreciated by a perusal of the slip enclosed with
the circular. The cycle department is undoubtedly profitable,
but the motor department has yet to be commercially developed.
The scheme is, therefore, designed to separate the cycle
from the motor department, so that immediate dividends can be paid
upon the former, while the latter is arranged upon such a basis that
as soon as the machines now being turned out aro exhibited to the
public, and a demand thereby created, it also will prove to be an
earning power ; indeed, it will probably be more profitable thau the
cycle department. Two things are imperative for the entire success of
the undertaking : — (1) Reduction of capital to a reasonable amount;
(2) a substantial working capital to enable the Company to fully
utilise the large works at its disposal. With this object in view, the
Board has made terms with the vendors which enables the Company
to be consolidated by reducing the share capital from £574,000 to
£210,000 without reducing the holdings of the general body of share-
holders. This, with debentures as referred to below, represents, in
the opinion of the directors, the fair value of the cycle and motor
businesses, buildings, building land, plant, machinery, stock, and
other assets. Tho main points of the scheme as arranged are as
follows : — Two companies to be formed, one called the Beeston Cycle
Company (Limited) and the other the Beeston Motor Company
(Limited). The former to take over as from September 1st, 1897, the
Northern Works, and all the machinery, plant, and stock of the cycle
department, all book and other debts, cash, &c, and to discharge all tho
liabilities of the Company up to that date. The bookB of the Company
are at present,in the hands of the Company's accountants. Subject to
their examination, the tangible assets to be taken over by the Cycle
Company are as follows : — Buildings (Messrs. Whittindale and
Watson's valuation), £33,529 5s. llrf. j machinery, plant, tools, Ac.
(Messrs. Whittindale and Watson's valuation), £16,596 16*. llrf. ;
stock of finished and partly-finished machines, materials, &c., taken at
or under cost, £18,521 3s. ; cash, bills receivable, book and other
debts, less reserves for bad and doubtful debts, £18,484 4*. 9rf. ;
together, £87,131 10*. 7rf. ; less current liabilities, £9,721 15*. llrf.;
total, £77,409 14*. 3rf. The Motor Company to take over as from
the above date the Southern Works, with the motor plant, stock, &c.,
also the motor patents and licenses, the former of which, subject to
audit, stand in the books as follows : — Buildings (Messrs. Whittindale
and Watson's valuation), £9,992 9*. 6rf.; machinery, plant, tools, &c.
(Messrs. Whittindale and Watson's valuation), £8,075; stock of
finished and partly-finished machines and materials, taken at or under
cost, £3,766 8*. 2rf. ; total, £21,833 17*. 8rf. In addition to the
above-named tangible assets, the Motor Company will possess a
valuable license, covering a wider range of patents than the one now
possessed by the Company. By it they will be able to make motors
upon a simpler method than heretofore, which will cheapen the
machines, while at the same time making them more readily
saleable. Further, the new license, instead of being for bicycles
and tricycles only, will also enable an entirely now branch
to be developed — namely, the supplying of light stationary
motors suitable for a variety of businesses. This license, as before
stated, was the principal asset of tlie old Company, and is
doubtless of considerable value. The capital of the Cycle Com-
pany will be £100,000, in £1 shares, divided into 40,000 5 per
cent, preference and 60,000 ordinary shares, of which only about
£90,000 will require to be issued. The capital of the Motor Company,
£110,000, divided into 44,000 5 per cent, preference and 6fi,000
ordinary shares. The scheme entitles the shareholders, for every £10
share now held by them, to ten £1 shares, divided into five £1 shires
in each Company — two preference and thrco ordinary. Each £1
share thus created will be credited with 17*. paid up, it being under-
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THE AUTQMOTOR AND HORSELESS VEHICLE JOURNAL.
29
stood that not more than 1*. of the remaining 8*. is to be called up
within four months'. This is necessary to provide adequate working
capital. The shareholders are offered an alternative in lieu of
accepting the shares as above, to have allotted to them fully paid-up
debentures, equivalent to 20 per cent, of each shareholder's present
holding — one-half in each new Company. Terms have been made
with the holders of vendors' shares by whioh they accept £30,000
debentures in each Company for their present holding of £360,000,
an arrangement which must be of immense benefit to the general
body of shareholders. A further important part of the scheme is
that the whole of the company promoting element on the Board will
be got rid of. Mr. Rowland Hill. J.P., and Dr. C. W. Iliffe
(Coroner for North Warwickshire), who were the directors of the
successful Quinton Cycle Company (Limited), and Mr. Samuel
Gorton (who was general manager), have consented to act as
directors. The scheme now placed before the shareholders has not
been arranged without long and difficult negotiations, and it at one
time seemed quite hopeless of accomplishment. The above-named
directors feel convinced that the new arrangement will benefit all
concerned. It should immediately lead to an increase in the value
of the shares, and the possibility of substantial dividends upon the
smaller capital will, the directors trust, secure the support of every
shareholder to their proposals.
New Companies Registered.
[Under this heading we give a full list of new Companies regis-
tered which take power to make, deal, or become interested in
any manner in automotor vehioles.]
Capital.
Cosmopolitan Cycle and Motor Works, Ld. . . . . £2,000
Croll's Improved Brake.holder Co., Ld. (34-36, Gresham
Street, E.C.) 10,000
Electrical Vehicle Syndicate, Ld. 25,000
Fleet Cycle Co., Ld 2,000
London Electrical Carriage Co., Ld. . . . . . . . . 100
„ „ Coupe Co., Ld 100
„ „ Van Co., Ld 100
Scott's Engine Syndicate, Ld. (Norwich) 2,000
Tudor Accumulator Co., Ld. (5, Cross Street, Manchester) . . 60,000
W. T. Ellison & Co., Ld. (Chaney Street, Manchester) . . 12,000
Thb registered and general offices of the Australian Cycle and
Motor Company (Limited) have been removed to Broad Street House,
Old Broad Street, E.C.
»
Thb offices of the British Electric Traction Company (Limited)
have been removed from Great Winchester Street to Donington
House, Norfolk Street, Strand, London, W.C.
Tudor Accumulators. — The Tudor Accumulator Company has
been registered, with a capital of £50,000, to take over as a going
concern the business of an electrical engineer and manufacturer of
accumulators, carried on by Mr. Antoine B. Pescatore at 5, Cross
Street, Manchester, and at the Barn Meadow Works, Dukinfield,
to acquire certain patents of Henry O. Tudor, and to carry on the
business of electricians, &.<.
s
Bossleigh Cycle Company. — At the first annual meeting of
the Rossleigh Cycle Company held last month in Edinburgh, Mr.
Marshall, the chairman, in moving the adoption of the report —
which recommended a dividend of 5 per cent, on the preference
shares and 10 per cent, on the ordinary shares, placing the sum of
£1,500 to the reserve and carrying forward £924— congratulated the
shareholders on the progress the business had made. On the year
there was an increase of £24,000. Regarding the motor-car question,
the directors were of opinion that the motor-car business could be
worked alongside of their cycle business. The report was adopted.
Yorkshire Motor-Car Company (Limited). — The first general
statutory meeting of the shareholders of this Company was held last
month at the Company's rooms, Albert Buildings, Bradford. Mr.
A. H. Hut ton, Chairman of the Company, presided. There were
present Mr. Mollett, Mr. McEwan, Mr. Conyers, Mr. Cashbnrn, Mr.
Childe, Mr. Roume, Mr. Whitfield, and Mr. Tuke. The chairman
reported that the great difficulty with which the Company had had
to contend had boen in getting hold of cars, especially large ones, for
passengers, and wagons for heavy loads. The Company was nego-
tiating for steam wagons which would carry loads of two tons and
upwards. Mr. Tuke reported that, although a new undertaking and
working under the drawbacks named by the chairman, a profit had
been made on the first three months' working, after paying all
expenses. Cars were being sent on loan to all parts of the country,
to Brighton, Bristol, Norwich, Hanley, Doncaster, York, <fcc. A
licenoe had been obtained from the Bradford City Council to run a
motor bus for hire in the streets. A resolution was passed appointing
Mr. Skelton, of Bingley and Bradford, as a director of the company.
The Irish Motor-Car and Cycle Company. — Following the
resolution to wind up, no time has been lost in making a first
distribution of the assets. On the 21st ultimo, Mr. Robeit Gardner,
the liquidator, issued the following notice : — " On and after Monday,
September the 27th, I will be in a position (upon receiving from you,
either by post or personally at this office, the allotment letter and the
bankers receipt for the moneys lodged by you) to refund you in
exchange therefor all the money paid by you upon your preference
shares without any deduction whatever ; and also the entire money
paid upon your ordinary shares, save the first 2*. Gd. paid on applica-
tion. As soon as the liabilities and costs have been ascertained and
discharged there will bo a further and final distribution amongst the
ordinary shareholders." This is fairly prompt work, and although a
good many shareholders are dissatisfied at not getting the whole of their
money back at once, we hardly think they have anything to complain
of, especially in view of the statement made by the chairman of the
Company at the confirmatory meeting, that it was intended to enforce
the company's claim under Mr. Baines's guarantee.
The Tendenoy of Oils to " Gum." — A convenient method of
ascertaining the tendency of oils to "gum," owing to the
absorption of oxygen — a defect common in animal and vegetable
oils — is to place equal quantities of the oils to be compared
simultaneously on an inclined sheet of glass or similar surface.
In this way it will soon be apparent that the oil which absorbs
the greatest quantity of oxygeu will become the most " gummy."
Although efficient, this method has been found too slow tor
manv purposes. In Bach's method the oxygen is caused to act
on the oil under the dual influence of heat and pressure in
sealed tubes, and the oxygen taken up may be directly
measured. The results obtained in this way on a number of
well-known lubricants are given in the following table, which is
taken from a paper read some time ago by Mr. Alex. E. Tucker,
F.I.C., of Birmingham : —
One grain.
Absorbed oxygen
C.C.
Valve oil
010
Valvoline
045
Russian mineral oil
0-74
Lubricating oil, S.G. 0877
0-70
Lubricating oil, S.G. 0-865 .
Re-distilled resin oil, V.G. 0963 ....
4-80
.... 76.30
Resin oil
.... 181-00
Olive oil
..„ 144-00
Rape oil ■
.... 166-00
Cottonseed oil
.... 111-00
A NEW-FELT WANT.
(From the Daily Mail.)
Mr. Editor, —
I am at a Lost to know what kind of Blow to give with
the wishel for the motor-cabs perhaps some of the readers of
your valueable paper may kindly inform me one who as Been
14 years at a corner in the Fashionable West end of London
will greatly oblidge yours truly C. E. C
To the Editor of the Daily Mail.
In answer to "C. E. C," the proper way to whisthel (not
" winliel ") for a motor-cab is to ring a bell. I am a caUli-iver,
so I ought to know. John Moldoon.
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30
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[October, 1897.
CORRESPONDENCE.
*,• We do not hold ourselves responsible for opinions expressed by
our Correspondents.
•#* The name and address of the writer (not necessarily for publica-
tion) MUST tn all cases accompany letters intended for insertion
or containing queries.
SOME ESTIMATES OF THE HORSE.
To the EJ>'tor of TnE Automotor and Horseless Vehicle
Journal.
Sir, — I observe in one of your articles a reference to the
difference of opinion in regard to the horse as between Mr.
Preece and myself.
When I was at college one of the subjects for my degree
consisted of comparative anatomy, the study of which I have
never regretted, as it has rendered me good service on many
occasions in designing apparatus.
It is quite clear that Mr. Preece has not had the good fortune
to study anatomy, or he would have come across the celebrated
book of the late Professor Huxley on the Vertebrata, in which
he deals with the anatomy of the horse, and shows how exceeding
perfect a machine it is.
The heavy body of the animal is suspended by the equivalent
of Cee springs, far more perfect thau those employed by carriage
builders. In fact, with all the improvements which have been
made in regard to machinery to this period, there is not a
single invention which can approach in its perfection the
principles which are found to exist in the animal kingdom, such,
for instance, as complete elasticity of motion — any device equiva-
lent to the muscle or material which can replace itself, after
wear, throughout its mass, by a system of feeding. And,
lastly, no machine has any property approaching to that
possessed by the lowest of animals, generally called instinct.
My opinion is not in any way changed that the horse is a
far mare perfect motor thau any which can be designed by
mau, although I am ready to admit that machines for many
purposes have the advantage.
The horse will no more disappear by the development of
motor traffic than has the prophecy come true that such a result
would follow the introduction of railways. The number of
horses in use at the present time is largely in excess of that
existing when railways started, due, no doubt, to the increase
of population combined with new demands, aud these factors
are not likely to be eliminated in the future. — Yours faithfully,
David Salomons.
[We have no comment to make on the above letter save that
we agree in the main with our correspondent, and we note with
satisfaction that he has been a disciple of that great man
Huxley.— Ed.]
DESIGNING MOTOR-CARRIAGES.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Dear Sir, — I find the AuTOMOTo:t a very useful and well
edited journal, yet I think you might perhaps be able to give
more particulars concerning the engines of steam carriages for
turnpike roads.
What is wanted in the canes referred to is : —
Number of cylinders ; diameter of cylinders ; length of
stroke ; state how many are high pressure ; revolutions of
crank shaft to road wheels ; diameter of same road wheels ;
amount of heating surface in boiler ; steam pressure in boiler ;
weight of steam carriage.
The above information would enable an engineering man like
myself to make calculations, and be a great help in designing a
steam carriage.
I have studied the subject for 29 years, and have had some
experience with traction engines. I have now designed a
simple, compact, and neat steam carriage, with three-speed
gearing. The driving and steering are done by one man, who
sits at the back end of carriage. It will carry five people.
To construct a steam carriage to the best advantage I consider
it necessary that it should have three-speed action gearing
— one gear for level roads, another for moderate incline, and a
third for very steep hills.
Apologising for troubling you. — I am, yours truly,
W. Stanley.
St. Mary's Gate, Chesterfield.
[The design of road locomotives is well thrashed out, and
the information can be obtained from the price lists of Burrell,
or Aveling and Porter. We appreciate our correspondent's
good opinion. — Ed.]
THE DAIMLER FRICTION GEAR.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — I should esteem it a great favour if you would give
me particulars of the friction gear used by the Daimler Com-
pany, and illustrated iu your last issue, in their oil launch ;
whether they have the rights, the number of patent, &c —
Yours, &c, • A. Dabson.
[We could not express any opinion as to any " rights " the
Daimler Company may have in this or any patent Your best
course is to consult a patent agent and have a search made.
—Ed.]
A HORSE AND VAN OR AN AUTOMOTOR VAN.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — Owing to the extension of my business I find it necessary,
in order to supply my customers at a distance, to have another
horse and van. Having heard a good deal about motor-cars I
take the liberty of asking you for a candid opiuion and advice
on the subject. Shall I be wise in placing an order for another
horse and. van, or shall I have an automotor one ? 1 know the
latter are very dear, but the advertisement would be worth
something to me, as in this town there are no motor-vans used
as yet. What kind do you recommend ? — Yours faithfully,
A Belfast Grocer.
[We refer to this in an article entitled " Kelvin's Law of
Economy."— Ed.]
THE UNIVERSAL MOTOR-CARRIAGE AND CYCLE
COMPANY (LIMITED).
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — Can you give any information as to the proceedings,
&c, of this Company I What do they manufacture or sell,
what dividend do they pay, and what is the present price of
their stock ?— Yours faithfully, Broker.
[We know nothing about the Company in question beyond
that the original Company was registered under the title of
British Motor-Carriage and Cycle Company. — Ed.]
FORE AND AFT STEERING.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — In connection with the vexed question of steering, it
may not be out of place to remark that there is really no reason
why steering wheels should not be placed at both ends of a
vehicle. The driving wheels would be placed between them
(there is not, I believe, any law against exceeding four wheels),
and, if midway, this would mean the reduction of the steering
length by one-half, with a correspondingly reduced play for the
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October, 1887.1
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
31
steering wheels. In practice, the driving wheels would probably
be placed more forward, making a long composite six-wheeled
vehicle, the fore part acting as a locomotive and the hinder part
representing a car attached. — I am, &c, A. J. A.
October 2nd.
P.S. — Possibly, where plateways are used for heavy goods
traffic, the front steerers might be disconnected and coupled to
the drivers immediately behind them.
[We hone to discuss the principles of steering mechanism
shortly. — Ed.]
PROCEEDINGS OF TECHNICAL SOCIETIES.
feet.
I'M
lbs.
85-98
lbs. |
97 i)
lbs.
119-06
3 28
384 '4
316 3
357 '1
1-92
Bli-3
094-4 |
782-0
6-86
U0S-7
1376-4
1463-9
8 -20
1774 ■«
2101 '0
2406 •»
1 -uu
1-30
1-00
1-13
1-00
I'll
I'd
I'll!
1-00
1-15
100
1-18
2. For a boat of given draught the resistance is not. proportional
to the square of the speed. Although this fact is evident from
Table 1, it is more clearly demonstrated by the results of a series of
experiments on the different kinds of boats of which the resistances
are given in Table 3. Tho results for the " Toue " have been worked
out in Table 2 at a draught of 3'2S feet and at speeds of fron
Mechanical Propulsion on Canals.*
The really complicated subject of traction on canals involves at the
outset the delermi»a'ion of the resistance of a boat in a channel of
restricted section. This resistance deoends in some way upon the
Q
ratio | which the wetted cross section U of the canal bears to the
immersed midship section <■> of the boat. Although this ratio may
remain the same, the resistance varies according as the channel
becomes shallower and wider, or deeper and narrower ; and in a less
degree it also varies with the roughness of the channel bed. Again,
the for.n of the boat, while its immersed midship section may remain
unchanged, is an important factor in the determination of the resist-
ance ; although in a canal the actual form of a boat has not so much
influence on the resistance as in open water.
De Mat. — The most exhaustive and important experiments that
have yet been made upon the resistance to traction on canals were
commenced in 1890 by M. de Mils with the chief kinds of boat* in
general use upon the canals in the North of France ; and his first
experiments were made upon the River Seine, with a view to
determining the resistance of the boats in an expanse of smooth
water. The wetted section of the Seine above the weir of Port-k-
1' Anglais, where the experiments were made, is at least 5,651 square
feet, while the boats tried were about 16"4 feet wide and immersed
6*2 feet deep, that is, about 102 square feet of immersed section : so
that the ratio n of the sections = - = -tttt = 55'4 : and therefore
the results may be taken as if the boats had been tried in an
unlimited expanse of water. The experiments showed that the
ordinary formula S = Ku V* does not hold; that the various
elements on which resistance to traction depends are not connected
with one another by this or any other proportion of similar form.
This is clearly seen from the following deductions, firstly for boate
in rivers, and secondly for boats on canals.
Boats in Rivers. — 1. For a boat worked at a given speed the
resistance to traction is not proportional to its immersed midship
section •». This fact is shown by the following Table 1, taken from
the results of M. de Mas' experiments upon a boat tried at successive
draughts of 328 and 427 and 5'25 feet ; the figures are embodied
in M. Derome's paper upon this subject, which was presented to
the sixth International Congress on Inland Navigation in 1894, and
to which the author is indebted for the following information. It
will be seen that for one and the same speed the resistance to traction
increases less quickly than the immersed section.
Table 1. — Resistance of Boats to Traction in Rivers.
j i
Absolute Resistances at Absolute ! Relative Resistances at
Speed | Draughts of I Relative Draughts of
per I 1 __ _ _
second. \ I
3-28 feet. 4-27 feet. 5-28 feet. 1 -O0 1-30 1-60
1-38
1-28
1-27
1-32
1-39
* Abstract of paper read by |Mr. Lksuk Robinson at the Institution of
Mechanical Bngineeri.
Table 2.
-Observed and Calculated Resistance of the " Toue "
to traction in river. See Plate 1 .
Speed
per
second V.
Square of
Speed V*.
Resistance at Draught
of 3-28 feet.
<»k- ...j Calculated.
Observed. K=31'97.
Resistance at Draught
of 5-28 feet.
ru~A....~* Calculated.
Observed. K=u3i,
feet.
lbs. lbs.
1.18. lbs.
1 -84
2 '8898
86-98 86'98
119 do 119 N»
3-23
10-758
2S4-4 341
357 -1 176
4-92
24-303
817-3 774
782-6 1071
8-56
43-034
1108-75 1376
1483-9 1904
8-20
67 '24
1774-6 2150
2466-9 2975
1'64 to 820 feet per second, or 1'12 to 5'60 miles per hour ; and also
at a draught of 5'25 feet for the same speeds. Iu Plate 1 this Table
Plate 1.
Observed* asid, CcUatUtUad' RcsCatanee to tra&'ion.
o ue*f is zsr
(veil" («-*6l*
V* •— (Feet per s ecorutl'
<» 201*
AUTOMOTOHJI.
has been plotted as a diagram, giving the resistances actually
observed, and as calculated from the formula R = KV1, where the
value of K is 3197 for 328 feet draught, and 4125 for 525 feet
draught. It would thus seem that the greater the draught of the
boat the larger is the discrepancy between the observed and calculated
resistance', especially at the higher speeds.
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32
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Octojmh, 1897.
Table 3. — Belatite Resistance of Four Boats to Trarlion at
different Speeds in Bicer. See Plate 2.
Square of Speed = f.
Speed V.
Absolute.
Relative.
Ft. per see.
1-64
2-6898
0-25
0-34
3-38
10-758
1-00
1-IK)
4-92
21-2ti6
2-25
2 27
«-56
43-031
J -00
4-3(1
8-20
67-24
6-2S
-
I 00
3-41
Speed 1*.
Square of
Speed V>.
Values of Coefficieut R + «
V.
Peniche
Plftte.
Tone.
Prussian.
Ft. per sec.
1-64
2-6896
0-9678
0-7843
0-3907
0-2624
:i-28
10-758
0-7153
0-5108
0-2788
0-2388
4-92
24-206
0-7219
0-4130
0-2912
0*2455
8 -56
4.1-034
0-7690
0-4935
0-3311
0-2604
8-20
67-24
0-4583
0-3547
0-278(1
Boat.
Length.
Displace-
ment.
1-64 ft.
3-28 ft.
4-92 ft.
8-58 ft.
8'20 ft.
"Alma" ...
feet
124-64
tons
2b«
lbs.
1190
lbs.
357
lbs.
783
lbs,
1464
lbs.
2467
•• Kene " ...
99-44
-
112-4
353
783
1466
2469
" Adrien *
87-44
148 '
112-4
353
783
I486
2469
3. For a given boat the coefficient of resistance to traction - -„
— being the ratio which the resistance B to traction bears to the i
immersed midship section a> and to the square of the speed' V — i
is not independent of the speed, at it it assumed tr be in the ordinary
formula £ = KwV*. This ratio varies as shown in Table 4. \
Table 4. — Coefficient of Besitlance to Traction in Bivers.
Boats on Canalt. — The same boats that had been tried on the
River Seine were subsequently tried on the Bourgogne Canal at
speeds increasing from 0-56 mile per hour by increments of 0*56 up
to 2'8 miles per hour ; and it was again found that, other conditions
remaining unchanged, and within the limits and under the conditions
of the experiments, the resistance to traction is independent of the
length of the boat. It was also found that there is a considerable
increase in the resistance to traction on passing from the river into
the canal. Table 6 is drawn up for different boats and different
draughts, and for speeds of 1'64 and 328 feet per second, or 1*12
and 2*24 miles per hour, which appear to be the extreme limits of
speed adopted and practicable on French canals ; B represents the
»
total resistance to traction in the canal, and r in the river ; - is -the
r
ratio of the two resistances,
Plate 2.
RelaAXxr* KecCttanc* of /our Boat*
to trascl'Von al> difference Speeds Cn. river*
4. For a given speed and draught the retistance to traction variet
considerably, according at the wetted turface of the boat is more or
lest smooth .
5. For boats of the tame form, and under otherwise timilar con-
dition*, and unthin the limits of the experiments, the resistance to
traction it entirely independent of the length of the boat. On this
point M .de Mas experimented with three boats of the " Flute " build,
having the same breadth amidships, and fore and aft shapes as
nearly identical as possible, and differing only in the length of hull
below water, which with a draught of 5'26 feet was as follows : —
" Alma " 12464 feet j " Kene " 9944 feet ; " Adrien '* 6744 feot. As
sbowh in Table 5, and plotted in Plate 3, the total resistances of these
TABLE 5. — Betitiance independent of Length of Boat. See Plate 3.
BesUtance at Speed per second of
three boats at the same speed were almost identical. The "Alma"
and " Ren6 " were subsequently tried again at the same speeds as in
Table 6, but with 1 foot less drauplit, namely 425 feet, when they
gave resistances absolutely identical with each other From these
results it also follows that the resistance due to the build of tin-
boat does not vary in the ratio which the breadth b amidships
Ij
bears to the length L.
a
7
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"O U-8*)* (3 Z8I* l*-»8)* )6-6«)* (••SOI*
AeUlir. Square of Spt.J AuT0M0T»H.Jl-.
One noticeable fact which appears from Table 6 and from the
plotted diagram, Plate 4, is that, for the same value of the ratio
n •= —, the less the resistance to traction of a boat in the river, the
w
greater will be the relative increase in the resistance to traction when
the boat is transferred from the river into a canal : or inversely, the
larger the tractive force in the river, the smaller will be the relative
increase on transference into a canal. Thus the " Toue," requiring
97'0 lbs. tractive force in the river, requires when transferred to the
canal, 2403 lbs., being nn increase of 2-48 times; whereas the
" Poniche," requiring 2249 lbs. tractive force in the river, requires in
the canal only 379'2 lbs., that is, an increase of only 1-69 times
against 2-48 times for the " Tone." The build of the boat is less
important in a canal than in a river ; hence it will not exert so great
an influence on the resistance to traction.
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OCTOBBK, 1807.J
THE AVfOMOTOR AND SORSELESS VEBlCLE JOV RIVAL.
33
Pls-b 3.
JL+tlttcuiet CndtpantUnt of Jttngtk
of boa.1.
© 0-6«* »-28)« (4-82)»
(e-66)« »»>)»
AutomotokJu
*" "( F—t ptr tteolutf
PlATB 4.
ft.fji.sla.nce to tra,ctien m Ca.n.a.1 a.tvet> in Aivtr.
IOO 200 .100 4O0 SOO£*j
lUjct^n*. r ,„ Hir.r AUT0*IOTOH.Jl.
Another notable fact observed from Table 6 is the rapidity with
' which the ratio - of the resistances doorcases when the ratio - of
i r «•
the sections increases.
<s
I
* >■
fi*» 54
? 9 ?
— ?l 5"!
IS ft 5 I *» — *>
( TV) Ae eoiiliuun/.)
Mechanical Traction.
At tht: Camera Club, 28, Charing Cross Road, on October 7th.
Mr. J. H. Knight delivered a lecture on two years' progress in
mechanical traction.
Mr. Kniuht commenced by stating that it was thought by many
that no progress had been made during the past two years, that
the public had expected that no sooner were mechanical vehicle!*
permitted to run than the horse would disappear from our streets ;
but quiet progress had been made, and many more motor-cars were
running than the general public were aware of. The lecture was
illustrated by 75 lantern slides— the Bern, the Daimler, and other
motorcars being described, and photos and diagrams of same
shown — among them Mr. Knight's motor-cycle, made in the summer
of 1895, whicli was the cause of its maker being brought up before
the Farnham magistrates and lined.
The Dion Bouton steam cars were shown on the screen, also a
diagram showing the boiler of the same. Serpollet carriages were
described at some length, and a diagram of the latest type witli a
petroleum fired boiler was shown ; this, it is claimed, will carry two
passengers 90 miles with 5i gallons of ordinarv paraffin oil. Klectric
carriages were briefly touched upon. Mr. Knight complained that
makers of these vehicles were very reluctant to give any information
respecting them.
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u
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[OCTOBBB, 169?.
The lecture was followed by a discussion. Mr. H. A. O. Mackenzie
spoke in faTour of steam, he having constructed a steam brougham
about 1872.
Mr. W. Wobbt Beaumont said thatuntil last November no road
trial could be made in this country, and unless a vehicle were well
tested on the rood it would be useless to expect the public to pur-
chase it, hence months must be spent in experiment. The French
had bad a (Treat start of us, and had in many ways solved the
problem. He alluded to several carriages he had seen in France
during the summer, one having travelled from Moscow to Dieppe
to tale part in the run from Paris to that town in July lost.
Mr. Knight, in replying to a question, said there was no difficulty
in regulating the speed of a petroleum car if the governor were
controlled by a spring that could be compressed by a lever at the
will of the driver.
^•^S»*^sWs»»sfSs^s*»slHs»»s^s^«l»sV*«^#X
NEW INVENTIONS.
Claiming particularly to apply directly or indirectly to Motor
Vehicles, Re-
compiled for "The Actokotor and Hoksrlbss Vehicle Journal "
by Hrrbkrt Haddan and Co., Registered Patent Agents, of
18, Buckingham Street, Strand, W.C, London.
*#* jit the request of a number of subscribers we are pleated to
announce that for the future ice hare arranged to more thoroughly
cocer the field of completed Patents referring to the Motor- Car
Industry, by reproducing the latest Specifications and Diagrams.
Abbreviations
Patents Applied For.
Impts., Improvements in ; Relg., Relating to.
Sept.
30,108.
20,167.
20.191.
20,330.
20,424.
20,468.
8. 20,623.
10.
14.
14.
20,807.
21,040.
21,054.
14. 21,055.
21,204.
21,201.
21,434.
21,438.
21,493.
21,580.
21,595.
21,«39.
21,651.
21,694.
21,702.
21,724.
21,781.
21,792.
21,936.
21,959.
22,049.
22,060.
22.176.
22,200.
22,290.
22,339.
22,313.
22,36.:.
22,439.
15.
16.
18.
IS.
20.
21.
21.
21.
21.
22.
22.
22.
23.
23.
24.
25.
25.
25.
as.
28.
29.
29.
XI.
29.
an.
J. Wilson. Impts. motor-carriages, &c.
A. J. Lyon. Impts. Interchangeable gear.
C. Smith and H. F. Smith. Impts. cycles and motor-cars.
W. H. Luther and J. Cockburn. Impts. relg. driving gear.
G. S. HcIntire. Periphery driving gear.
6. F. Priestley. Impts. cycles, motor-cars, and similar
vehicles propelled by steam.
G. Forester. Combined foot-rest and lock for motor-
cars, Ac.
F. W. Oorse. Sprocket wheels and chains.
T. Boydkll. Anti-friction roller sprocket wheels.
British Thompson Houstjh Compaxy (Limited) (Hewlett).
Surface contact electiic railway systems.
British Thompson Houston Company (Limited) (Hewlett).
Impts. electric cars and surface contact railwaj-s.
W. Newton. Impts. adjusting ball bearings.
J. M. McCulloch. Variable speed and reversing gear.
G. Webb. Construction of ball bearings.
Robins, Roberts, and Tomkins. Combined foot-brake ami
rest.
F. W. Gorsk. Fixing pedal crank-pins.
T. White. Impts. cycles, motor-cars, Ac.
F. Gorkt. Impts. autocars.
W. A. Martin. Impts. steering and driving gear.
W. H. Barker. Impts. driving mechanism.
C. H. Si us. Impts. relg. cycles and motorcars.
S. Straker. Impts. driving and reversing gear.
P. Schutze. Electrically-propelled road vehicles.
J. Pritchard. Driving chains for autocars and cycles.
L. Myers and F. H. Barer. Attaching cycle pumps.
B. Dbaui.i,ktte and E. Catois. Impt. relg. motor-carriages.
H. Newfliess and W. J. Crarmore. Fastener for chains of
motor-cars and cycles.
G. Chappell. Anti-vibration device for steering bars.
F. T. Gibbs and W. Wright. Impts. wheels and frames.
B. Turner and E. Jones. Impts. variable gearing.
Billing, Partridge, and Middleton. Tool for use in joining
cycle and motor-car frames.
C. H. Sims. Impts. relg. ball bearings.
O. C. Immisch. Electric motor-car switch.
C. W. Vospkr. Impts. driving gear.
Gamble and Bixki k. Attaching motors to vehicles.
W. Davidson. Impts. self-propelling road vehicles.
Specifications Published.
14,303. Horseless Carriagrea. James Garvie, Devanha
House, New Southg/ate, Middlesex. June 27th, 1896.
Relates to horseless carriages, and consists chieflv in arranging the engines
within or upon the axle of the road wheels, the said"axle being made hollow or
tubular to contain the engines.
The said axle may ttselfconstitute the cylinder or cylinders of the engines and
in this case the engines would be situated at right angles to the longitudinal
axis of the vehicle anil would be preferably plitced opposite to each other with
the crank shaft located between them and at right angles thereto. When the
cylinders are arranged in this manner a third cylinder may be used in
conjunction with the two others, this third cylinder being situated either
vertically above or below the crank shaft or at any suitable Inclination thereto.
This third cylinder would act to earn' the crank over dead points.
Any suitable means mav be employed for communicating motion from the
crank shaft to the road-wheels, appropriate devices being supplied for reversing
the motion.
23,360. Apparatus for Forming; and Reg-ulatina; the Com-
bination of Oil with Air for Oil Motors. Sir Wiillam
Arrol, Dalmarnock Ironworks, 241, Baltic Street, Glas-
gow, and Georg-e Johnston, 94, Hope Street, Glasgow.
October 21st, 1896.
In the improved apparatus constituting the invention a piece of woven or
other suitable permeable material is arranged so that at one place It passes
through and is saturated with the oil. whilst at another place the air, prefer-
ably heated, is made to pass through the oil-carrying permeable material, and
thence through a passage leading to the motor, the air in its passage taking up
some of the oil.
Fig. 1 is a vertical section of the apparatus, and Figs. 3 and 3 are, respec-
tively, a side elevation and a transverse vertical section of a part of the
apparatus.
Fig. 2.
Fig. 3.
The nil-carrying permeable material, A. is placed between two discs, B, 0.
held and pressed together by screwed bosses, D, E, on a spindle. ¥. which is
made to rotate at a suitable speed by gearing such as a worm wheel and worm
(not shown). Annular sets of holes, G, arefoimed in the two discs. B, C, to
give the oil access to the permeable material. A, and to allow the air to pass
through it. The discs, B, C, are enclosed in a casing, H, the lower part of
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Octobib. 1807.]
THE AUT0M0T0R AND HORSELESS VEHICLE JOURNAL.
85
which is supplied with the oil; and they are partly immersed in the oil. At
the upper part of the casing, H, the discs, B, C, pass through a narrow apace, J,
and across openings or passages, K, L, on each side, the passage, K, on one aide
being the inlet for the air and the passage. L, on the other side communicating
with the motor (not shown). The air is thus compelled in passing from the
passage, K, to the passage. L, to go through the holes, G, and the on-saturated
permeable material. A, the holes, O, being brought round in succession by the
rotation of the spindle, r\ and the air in its passage thus tiking up some of > he
oil. A by-pass passage with an adjustable regulating valve, M7 is also provided
to allow some air, if required, to mix with the oil-saturated air.
16,079. Motors and Trana mission Gear. George Dominy,
King; Street, Weymouth, Dorset, and John James Henry
Sturmey, 10, Hertford Street, Coventry, Warwick.
July 21st, 1896.
From a steam generator a steam pips ts led Into a suitable chest. The end of
the pipe in preferably located in the lower part of the chrst in a horizontal or
other suitable position, and is directed towards the blades of a light vertical
fan wheel adapted to rotate at a high speed in the said case. The lower part of
the case is filled with water or other suitable liquid, which preferably does not
reach up to the wheel, the level being prevented from rising by an overflow
pipe hereinafter referred to. Around the end of the steam pipe we arrange a
tapered or other suitable nozzle in such a manner that the water is able to enter
the back and underside of the noxzle, and Is carried therethrough by the action
of the steam— on the principle of the well-known injector for supplying steam
hollers with water. The nozzle may form a projection from the. side of a vertical
hollow cylinder or case fixed to the bottom of the chest or special fiame in such
a way that the water may freely enter the cylinder ; the steam pipe may be led
through the wall of the cylinder opposite to the nozzle. The lower part of the
FICI
nozale-cylinder may be provided with a strainer. The nozz e may be adjustable
a* to angle and to adapt it to the variable pressure of steam, quantity of water,
temperature, and other varying circumstances iu any suitable manner. The
water on being forced from the nozzle impinges on the blades and rotates the
wheel. Beyond the wheel a plate, with its upper part curved forward towards
the nozzle, may be fitted to direct the dittturl>ed water downwnrds or otherwise,
and so back to the cylinder and nozzle. The spent water may drive an assistant
wheel. A loosely fitting float or floats may be employed to help prevent the
water splashing unduly. The fan is adapted to rotate at a high speed, though
it ifl anticipated that a lower speed than is employed with steam turbines at
present in use will be sufficient to produce the same amount of power. The
water in the lank will soon become heated by the ste*m and cause the conden-
sation to become less rapid. The overflow water rising from condensation may
be returned along a tube having its exit end below the level of a small tank of
water and thence into the boiler. The said tank (which may be arranged to
orwrat f as a cooler) and the chest before mentioned may be made steam tight
or not, or up to a pressure regulated by a suitable valve or valves. The overflow
or pressure from the chest is preferably made under water. The shaft carrying
the fan fa preferably geared to another shaft adapted by any suitable means to
revolve at a much slower speed but with correspondingly increased power. The
firrt or any shaft or a connection thereto may be made flexible so that its
motion mav be transmitted in an ludlrect line with an avoidance of complicated
mechanism.
10,018. Motive Power Apparatus Consuming* Liquid Fuel,
such as Petroleum and Heavy Oils. Howard Lane,
184, Corporation Street, Birming-ham. Mav 11th, 1896.
This invention consists in the construction of apparatus forming an adjunct
or attachment to motors of the class described and whereby the nature of
petroleum and the like Is altered by decomposing it In a retort along with
water or along with gas-engine exhaust products, viz., steam or aqueous vapour
and carbonic acid.
A la a retort set In a brickwork chamber, B, lined with refractory material and
containing at the lower part or furnace or heating Apparatus of any suitable
kind. The retort is by preference fitted with irou turnings or fragments to
present a large surface. C is the flue passing oft* to the chimney. The heating
apparatus is by preference a ring burner, D, for gas. £ is an oil reservoir, and
F a water reservoir . the pipe, G, from the oil reservoir, E, is provided with a
valve, H, and the pipe, I, from the water reservoir, P, is provided with a valve,
K, Both pipes are connected to the top of the retort. A, by the pipe, L. The
burner, D, Is lighted through a firing hole, M. From the bottom of the retort
a pipe, N, leads off to the motor cylinder and is provided with a valve, 0. The
burner, D. Is supplied with gas by a brand) pipe, P, with a valve or cock, Q.
Another branch pipe, K, leads to an expansible and collapsible weighted gas
holder, S, which is connected by a lever, T, or other means to the valves, H
and K. The petroleum and the water may. If desired, be supplied by pumps
instead of by gravitation; and in that case I regulate the rate of pumping
automatically by the rise and fall of the gas holder.
To operate the apparatus a little cotton waste is placed in the furnace and a
little oil admitted from the reservoir, Et into the retort by the valve, H, or by a
separate valve. This oil gravitates without being volatilised and drips upon the
cotton waste in tlie furnace, which is then ignited and the retort gradually
heated up. As soon as the retort is hot the water inlet valve, K, is also slightly
opened. The petroleum and the water together are now in the retort trans-
formed into carbonic oxide and hydrogen because the oxygen, of t-.e water
combines with the carbon of the petroleum forming carbonic oxide, and the
hydrogen both of the water and of the petroleum is liberated in a free state.
In caw the pipe, I, is connected to the exhaust of the motor and the latter Is
started a mixture of carboulo acid gas, steam or aqueous vapour, and nitrogen
finds its way from the exhaust through the valve, I, into the pipe. L, where
it commingles with the petroleum admitted by the valve, H, and enters the
retort, wherein the carbonic acid combines with the carbon of the petroleum
forming carbonic oxide and the hydrogen of the oil Is liberated. The nitrogen
forms a neutral or diluting gas.
If the make of gas Is in excess of the requirement of the motor, the gas
holder, S, expands and closes the valves, K and H, partially or wholly. The
supply of gas to the furnace is adjusted or regulated by the valve, Q, and is
comparatively small In quantity.
11,200. Vaporisers for Petroleum- Eng-inee. Osvald Bomborn,
Querstrasse 4", Leipzig;, Lindenau, Germany. May 22nd,
1896.
This invention relates to a vaporiser for petroleum-engines, it* arrangement
being such that the hot gases resulting from each explosion are utilised for
heating the vaporiser, and this without there being any danger of the gases, or
mixture of vapour and air, being ignited within the vaporiser. To effect this a
valve opening communications between the vaporiser and the cylinder in which
the explosions take place, is cloned during the period of compression, i.e.,
during the upward stroke of the piston, and open* again only during or after
each charge Is exploded, the resulting hot gases being thus admitted into the
vaporiser.
//200
The latter may be heated either by allowing such gases to |m»s directly into
same, or indirectly, by admitting the ga-es into a chamber surrounding the
vaporiser.
The quantity of petroleum necessary for forming the vapour enters the
vaporising chamber through a spring-controlled valw a' each iwriod of suction.
The hot walls of the ehamwr vaporise the petroleum, and these vapours then
pass through the valve into the cylinder anil thus mix with the air entering
through the valve. On the return of the piston, therefore, nch mixture of
petroleum vapours and air it compressed, the valves l*dng at the same time
closed.
The compressed mixture is now Ignited iu any suitable manner, for Instance,
by means of an igniting tube, and the hot gases resulting therefrom pass
during, or Immediately after the Ignition of the charge, from the cylinder
through the now open valve into the vaporiser, and ttius beat the* latter,
whereas a premature ignition of the charge by the hot walls of the vaporiser is
prevented .
26,638. Gas and Petroleum- Engines and Motors. Robert
Owen AUsop, 37, Norfolk Street, Strand, London.
November 24th, 1896.
In the compression space or combustion chamber is provided a piston or
plunger, A, which, being advanced or withdrawn, diminishes or Increases the
cubical contents of the space into which the explosive mixture of gas or oil
vapour and air is compressed iu the return compressing stroke of the motor
piston.
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THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL
[October, 1807*
The compression chamber employed In c&rrylhK out this i.iventlon may tie
water jacketed in gas or petroleum engines, aim in the latter also may be
employed as and for the purposes of vaporisation of the oil. The space at the
back of the adjustable piston or plunger may by suitable means be water-
jaeketed If desired.
A, B, C, and D are respectively the adjustable piston or plunger, the
compression or explosion chamber, the cylinder, and the motor piston. The
compression chamber, as shown, is a separate bored casting bolted to the
cylinder by suitable flanges. The adjustable piston Is advanced or withdrawn by
revolving the hand-wheel, E, which operates the screwed spindle, F, working in
the screw threads cut in the bored boss, O, forming a continuation of the adjust-
able plunger or piston, A. Suitable metal pUton packing rings are used to check
the escape of gases. J Is a casting against which the flange of the screwed
spindle, F, bears, and is bolted to the casting forming the completion or
explosion chamber. J Is bored to receive G. At M is a valve timing the Ignition
of the charge of compressed gas or oil vapour and air. N Is the ignition tube with
Bunnell or other mutable burner.
In igniting the explosive charge any suitable system is employed. For large
stationary gas and petroleum-engines a hot tube ignition with a timing valve is
used; for locomotives and road motors and the like, preferably one or another
suitable syfttems of electrical ignition. Klthei hot tube Ignition or electric
ignition are well suited for ignition in carrying out this invention.
This invention affords a ready means of facilitating the starting of engines and
motor* for gas or petroleum-driven locomotives for rail or road or for moloiw-art*
or motor-cycles, by lessening the compression when pulling round the fly-wheel
bv hand.
This inventiou also affords a ready means of regulating the speed and power
of engines and motors. Advancing the plunger inwards the motor pistons will
increase the lilltial compression of the explosive mixture and consequently the
power of the explosion. Withdrawing the plunger In a direction away from the
motor piston will conversely diminish the compression and consequently the
force of the explosion will be less. Thus the engine becomes different I atly
regulated, and its power and speed elastic and variable at will. Moreover, in
the use of this Invention It is not necessary, In regulating the engine, to
interfere with or alter the actual amount and proportion of gas or oil vapour
supplied, and thus the delicate adjustment of gas or oil vapour to air need not
- be disturbed. Several modifications are described.
14,639. Apparatus for the Production of Electricity from
the Waste Heat of Gas, Steam, or other Heat Engines.
Herbert John Bowsing-, 24, Budge Bow, London, E.C.
July 2nd, 1896.
This invention relates to the application of appliances known as thermopiles
for the direct production of electricity from the waste heat of explosive cr other
heat engines.
A, represents part of the exhaust pipe of the engine, B. a cylinder of porcelain,
fireclay, or other suitable Are-resisting material, which is a bad conductor of
electricity, ami having formed therewith the flanges, B1, tietween which are
placed the elements, uT of the thermopile. The inner ends of these elements
touch or are brought into close proximity with the cylinder. R. so as to he
heated by the heat transmitted thereto from the exhaust pipe. A, through which
the hot products of combustion pass on their way to the outer atmosphere. The
outer ends of the elements. C, are freely ex]M>*ed to the cooling effect of the
outer atmosphere, the difference of temperature between the inner and outer
ends of the elements, C, causing a current of electricity to be generated In theio
in the manner well understood in connection with thermopiles.
The arrangement of thermopile above described and shown. Is given only by
way of example as any other suitable arrangement of thermopile may be
employed.
8,660. Driving; Gear of Automotor Vehicles. Paul Aurlol,
23, Hue aodot-du-Maroi, Paris, France. February 10th,
1897.
Relates, firstly, to transmitting mechanism composed of a disc, A, a disc, B.
two rollers, G.O1, wheels, R, R', and subordinate pinions, K.K'. hollow shaft, I.
at the end of which are mounud the subordinate pin ons, K, E>, which gear
with the wheels. K, D, one of whioh, F, is wedged or ke>ed on the shaft, II.
and the other, D, near the wheel of the vehicle. Secondly, of mechanism
composed ot the spina le frame. Tt the rod, S, and springs, R*. enabling all
reaction on the shafts and frame to be overcome, mm effecting the tlghtetiiiiK
of the two discs against the rollers. (i.G1. And, thirdly, a mechanism com
posed of tin* screw. P. acting on the two arms of cross-pie<\ , O, which, by
means of t1 e copal's with hall bearings attachments, J*. X', causes the Mler*.
(J, til, to approach or to move away from the centre, which cross-pieee can l*e
operated equally well by levers as ly the screw, P.
11,734. Steering- of Horseless Vehicles. Maurice Le Blant,
21, Boulevard Poissonniere, Paris. May 29th, 1896.
The movable part of the fore carriage is provided with a toothed ring, with
which gears a pinion mounted on the spindle of the steering handle or wheel.
Between the ring and the fixed part of the fore carriage, especially in the eswe
of heavy vehicles, anti-friction rollers or balls are placed, such balls or rotter*
being guided by a circular guide plate carried by arm* extending from a collar
mounted on the perch bolt.
THE YORKSHIRE MOTOR CAR CO. (LTD.),
1 ALBERT BUILDINGS, BRADFORD. Agents for all kinds of
Motor Cars, Wacmmins, ard Cvci.es. Car* in Stock for Sal* or Hi«B.
REPAIRS PROMPTLY Dor*E. SUPPLIES Of ALL KINDS and Ba rTRRIRS ChaRCKU.
" HORSELESS CARRIAGES.' Illustrated. ByJamesFd. Tul-.e. P.stfree,6rf.
" A carefully put together little pamphlet. "— The Automotor.
TT IS WORTH YOUR WHILE TO BUY DIRECT.
*■ THE RELIANCE LUBRICATING OIL COMPANY SUPPLY, ON
APPROVAL, HIGH-CLASS NON-CORROSIVE LUBRICANTS, which,
through their superiority, have the largest sale in the world. F ngine. Cylinder, and
Machinery Oils, njd. ; Special Cylinder Oil. ts. 4d. ; Special Engine Oil, is. *d. ;
Gas Engine, • ynamo Oils, is. 6d. per gallon ; Special Gasolene, Bensoline, and
Petroleum, for Motor purposes; Light Machine Oil. ioJd. ; barrels free and carriage
paid.— Reliance Lubricating Oil Co. 10 and as, Water Lane,
Great Tower Street, London, E.C. Depots at Liverpool. Bristol, Hall,
Cardiff, and Glasgow. Telegrams: "Subastral, London." A B C Code used.
Telephone Nc. " Avemi*, 5,891.'
PUBLISHERS' ANNOUNCEMENTS.
Juat Published. Crown 8vo. Fully Illustrated. 4s. 6d. Cloth
HOTOR CARS:
OR,
POWER CARRIAGES FOR COMMON ROADS.
By A. J. WALLI5-TAYLER, A.M.Inst.C.E.,
Author of *' Modern Cycles," cVv.
CONTENTS.— Chapter I.— Introduction. II.— Early Examples of Steam Road
Carriages. 111.— Recent Examples of Steam Road Carriage*. IV.— Internal
Combust-on, or Explosive Engine Carnages. V. — Electric Motor Carriages.
VI.— Miscellaneous Motor Cars or Pow,r Carriages. Appendix : A. The Autocar
Bill. B. Motor Car Regulations. C. The Cainage of Petroleum: Regulations.
D. Taxes on Motor Carriages.
Losdoa: CROSBY L0CKWO0P * SON, 7, SUttoetrs' Hall Csart, EC.
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THE AUTOMOTOR
-A.2fl-r>
HORSELESS YEHICLE JOURNAL
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
Circulates amongst Makers and Users of Motor-Cars, Cycles, etc., in the United Kingdom, the Colonies
and the Continent.
Vol. II. No. 14.
NOVEMBER 16th, 1897.
Price Sixpence.
CONTENTS.
Holler Bearings and Their Applications ... 37
The Parsons' Motor ... ' 42
The " Scotte " System 44
Resistance of Vehicles in Bounding Curves 45
Re port of the Manchester Deputation on Electric Tiactlou „ 45
The Columbia Motor-Carriages 4ft
Motor-Cars and Maidstone 47
Nautical Automobilism 48
Maxim's Automotor 48
The uae of Alcohol in Prime Movers 51
Doings of Public Companies 62
An Automobile House 56
Weights of French Light Petroleum Motors 5t)
The Heflmann Electric Locomotive 57
Autotnobllism and the Fire Brigade of the Largest City of the World ... 57
Diary of Forthcoming Event* 59
The Self-Propelled Traffic Association's Competitions 59
Our Idea Entirely 60
Stables Fires 60
Racing on Roads and High Speed on Boads til
The Thames Steamboat Service 61
Halstead and Horsburgh's Friction Clutch 64
Notes of the Month 63
Continental Notes .„ .„ 64
Self-Propelled Traffic Association 66
An Improved Differential Gear for Motor-Vehicles 68
Explosion of a Traction Engine ... ji
Correspondence _ 72
The Automobile Club of France snd the Self-Propelled Traffic Association 74
Proceedings of Technical Societies 75
New Inventions 79
ROLLER BEARINGS & THEIR APPLICATIONS.*
As the application of rolling motion to bearings is st the present
time exciting much attention, the author ventures to hope that the
matter contained in the following paper will be acceptable to the
members of this Association.
The subject may be divided into the following heads : —
I. The advantages arising from the application of roller bearings.
II. The requirements and details of construct on of such bearings.
111. The results already obtained from roller bearings which have
been applied to railway vehicles, tramway cars, and other
purposes.
W>.
•■PapW read at- the Manchester Association of Engineers by Mr. Thomas
>. How, F.I.8. - ■ • "
I. — The Advantage* Anting from the Application of Boiler
Jiearings.
The principal adrantages arising from the application of roller
bearings are the following : — ,
Reduction in starting effort.
Decreased tractive effort in the case of vehicles, whether running
on ordinary roads, tramways, or railways.
Decreased resistance to rotation in the case of shafts and other
revolving mechanisms.
Avoidance of hot bearings and economy in lubrication.
The yital importance of reducing starting effort and tractive force
to the lowest possible point is well illustrated by the amount of
labour and capital which has been expended with results generally
satisfactory, from an economic point of view, upon the construction
of the road, railway, and tramway systems of the world. The
primary object of such systems is to reduce the force necessary to
accomplish the transportation of people and merchandise, and, as a
consequence, to effect such transportation at the least possible
monetary cost.
It is interesting to note that very early in history the advantages
of rolling motion were discovered. The ancient Greeks and Bomant
quickly appreciated the advantages of placing heavy loads upon
rollers or wheels when desirous of moving them, rather than attempt
to do so by sliding them over the surface of the ground. In other
words, the advantages arising from the use of rolling, as compared
with sliding friction, were so obvious as to ensure universal adoption
of the principle.
Having obtained such good results from the adaptation of rollers
or wheels for tractive purposes, it is strange that such a long period
should have elapsed before any serious attempt was made to apply
the same kind of motion between the wheels and their axles in the
case of wheels revolving on fixed axles, or between tbe axle journals
and their bearings, in tbe ease of axles revolving in fixed bearings, as
had been found so advantageous when acting between the rims of the
wheels and the surfaces upon which they moved, the earliest of such
attempts being so far as the author is aware of quite modern date.
The importance of reducing frictional assistance both in starting
and running is now fully acknowledged, and is emphasised by the
many anti-friction metals and special devices for improved lubrica-
tion of axles and shafts now on the market. Whatever degree of
success the best of these devices may have attained they cannot
approach such favourable results as are produced by the application
of properly-constructed roller bearings. With refcreure to lliis part
of the question, the following extract from a paper read at the
Toronto meeting of the British Association in August last, by Mr.
Bayley Marshall, M.Inst.C.K., is interesting : —
" Seduction in Starting Effort. — The redaction in the effort,
required to start vehicles or shafts fitted with roller bearings as
compared with those fitted with ordinary bearings is of such import-
ance that, if it were the only advantage, it would warrant the
necessary 'additional nionetarv expenditure.
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" In the case of steam, electrical,. or other mechanical traction, the
reduction of starting effort allows of heavier trains or vehicles being
controlled by the existing locomotives or other motors than can at
present be dealt with, and in many cases would avoid the necessity
of a second locomotive.
" In the case of electrical traction, the reduced starting effort is
of almost vital importance, as not only does it effect a very consider-
able saving in electrical output, but also greatly reduces the serious
Plate 1.
rush of current through the motors at the moment of starting, which
rush is due to the fact that the motors and load have to be started
at the same moment, with results most detrimental to the life of the
motor. If the necessary effort can be materially reduced, there will
be a large economy effected under the head of 'Maintenance of
Motors.'
" In the case of horse traction, the starting of the load is, as in the
case of electrical traction, the most trying part of the work, and the
constant effort the horses have to make to overcome this resistance
when employed on heavy draught work, such as omnibuses, tramcars,
drays, railway carts, &c, &c, is the principal factor in reducing
their lives to the present low average. Undoubtedly, where vehicles
are fitted with roller bearings, horses can perform their duties with
much less distress than with vehicles fitted with ordinary bearings,
a result greatly to be desired from a humane as well as from an
economical point of view.
" Decreased Tractive Force. — Although it is not claimed that the
reduction in tractive force will be so large in proportion to that in
starting effort, it must be remembered that this force is in applica-
tion during the whole of the time a vehicle is running on level
ground or ascending gradients j this point, therefore, becomes of
great importance when the total amount of work done is calculated.
" Decreased Revolving Effort. — This is of great economical value
in all cases of heavily-loaded shafting, as careful experiments have
shown that the amount of power required to drive the main and
counter shafts in workshops, all the tools being idle, amounts to as
much as from 50 to 83 per cent, of the power required when all the
tools are in full work ; these figures show that there is ample room
for improvement in shafting bearings.
" Another important field for the application of roller bearings is
to the main and thrust bearings of propeller shafts. The author is
nut siwiirc of any rel;ahle data as to the percentage of engine power
absorbed in overcoming the friction of these bearings as now con-
structed ; but, judging by analogy and from experiments on similar
bearings, it must be very considerable.
" Economy in Lubrication. — This, though not of first importance,
is a considerable item, seeing that a perfectly-constructed roller
bearing does not require any lubrication, but only sufficient oil need
be applied to prevent the rusting of the various parts."
The author thinks it is only right that he should state that Mr.
Marshall's favourable opinions were chiefly founded on the results
of experiments and trials made with roller bearings of the* design
and character hereinafter described.
II. — The Requirement* and Detail* of Construction of such
Bearing*.
The requirements of a satisfactory roller bearing may be stated as
under : —
1st. The rollers must be provided with sufficient bearing in lineal
inches and be of sufficient diameter to withstand the stresses imposed
upon them, and must also be made of suitable material.
2nd. The rollers must not be allowed to touch each other ; they
must be controlled against lateral motion, and must remain exactly
parallel with the axis of the journal throughout their revolutions
thereon, as any deviation from the later requirement reduces the
contact between tho rollers and journal to a point, and sets up a
spiral movement of the whole series of rollers upon the journal. If
such movement is allowed it is fatal to the good working of the
bearing.
3rd. That the moving parts must be proportioned so that only
rolling movement takes place between the engaged services.
4th. That the end thrust or tendency to lateral movement must
be controlled not only in the case of the rollers themselves, but also
of the axle or shaft in a fixed bearing, as, for instance, a railway axle,
or of the bearing when revolving on a fixed aile,as does the ordinary
road vehicle wheel.
A*ft/*jiet*T ti«>»it
Plate 2.
5th. That the bearing must be as simple and as free from com-
plications as possible.
6th. Dust and dirt must, as far as possible, be excluded, though
their presence is not so injurious to roller as it is to ordinary
bearings.
7th. If it is desired to make a commercial as well as a mechanical
nuceess of such bearings, they must be so constructed that they can
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39
be produced at reasonable cost ; they must not require special atten-
tion, and must be capable of long service, with small cost for main-
tenance.
Platk 3.
Piano 4.
are those be is about to describe, and it will be interesting to slate
shortly the steps by which the present design wasreached.
In the first attempts the rollers were spaced by subsidiary rollers
as shown in- Plate 1, or by balls as shown in Plate 2 j one such
subsidiary roller or ball being placed at each end between each pair
of 'rollers so that in any bearing there was twice the number of
subsidiary rollers or balls than of main rollers. It was found, in
the first place, impossible to keep these spacers in their proper posi-
tion, as there was a strong tendency for them to fly outwards, and in
the second place there was nothing to prevent the whole combi-
nation taking a spiral form.
To overcome the first difficulty, floating rings were introduced as
shown in Plates 3 and 4, and the results proved that a great step in
advance had been made, but that the spiral action still remained.
The next step was to connect the spacing subsidiary rollers or balls, ■
or, in other words, to form them on the ends of rods, thus compelling
both ends to move at the same velocity. The arrangement then
became as shown on Plate 6, a form of bearing which has given
Simple as the above requirements may appear, the author believes
that the only bearings at present which approach their fulfilment
Platr \
excellent results, its only fault being that it contains too many
working parts, and is consequently too costly for general application.
In this form of bearing, when the various moving parts are properly
proportioned, there is nothing but true rolling movement. The next
step was to do away with the subsidiary or spacing rollers, and to
introduce a floating cage in their place, this cage being so designed
that although it acts as a spacer for the rollers it does not carry any
of the load. The general arrangement of the bearing then became
as shown by Plate 6, and Fig. 1, Plate 7, of which Plate 6 is a cross
section of the bearing, Plate 7 a longitudinal section, and Figs. 2
and 3, on Plate 7, details of the small bearing pieces which carry
the ends of the rollers. This form of bearing has been applied,
amongst other purposes, to "Great Paul," the big bell at St. Paul's
Cathedral, London, with most satisfactory results. The not and
final step was to do away with the conical points at ends of rollers
and special bearing pieces in cage, and to make the rollers simple
cylinders bearing on the spokes of the cage, as shown on Plate 8.
This is the form of bearing recommended by the author, and is the
one that has given the results set forth under heading III. It will
be seen that there is only one moving part, namelv, the cage, in
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addition to the rollers, and the only gliding friction in the arrange-
ment is that between the rollers and their bearings on the cage, this
is of very small amount, as it has only to overcome the resistnncc
of tbe cage to revolution.
Plats is.
PLATE 7.
It is of interest to note that in this form of bearing the s^ecd of
revolution of the cage is only about one-third of that of the journal.
The above is a short description of the process of evolution of the
latest form of roller bearing.
III.— The Results already obtained from Holler Bearing* which
have been applied to Railway Vehicle*, Tramway Cart, and
other Purposes.
As to the results which tave been obtained in practice from roller
bearings : — »
" For many years the only successful application of rolling motion'
to bearings was the well-known ' ball bearing ' so universally adopted
for cycles, and although these bearings have been found most satis-
factory when subjected to light loads, all attempts to apply them to
heavy ones have, so far as the author knows, resulted in failure,
these failures arising chiefly from the balls indenting tbe paths or
races upon which they run. Directly this takes place the balls begin
to lose their friction-reducing properties. If a semicircular trough
be constructed which accurately fits a ball, and after the bail is
placed therein, -one end of the trough is lifted until movement of the
ball takes place, it will be found that the ball moves by sliding and
not by rolling. This is indentation carried to its extreme limit."
Another defect in the ball bearing is that the balls are allowed to
touch each other, snd as the touching point* of any two balls are
revolving in opposite directions, there must be a certain amount of
scrubbing friction between them. This is shown by Plate 9. '
Roller bearings of the form which the author has described are
now coming into 'extensive' use. Considerably over- 1,000 of J.hein
Plate 8.
have been supplied, or are in course of construction, and considering
the short time they have been on the market, such results speak for
themselves. The following list shows how general is the application
of these bearings which have been supplied to or are in process of
manufacture for many English and foreign tramways, and —
Line shafting,
Motor-cars,
Seed-crushing mills,
Furnace bottom ears for armour plates,
Hand trucks,
Engine shafts,
Cycles,
Omnibuses,
Gas traction cars,
The great bell of St. Paul's, London—" Great Paul,"
The " Monorail " Electrical Express Railway at Brussels, &c, &c.
The following are amongst the most interesting results obtained : —
Railway?.
In railway vehicles fitted with these bearings the starting effort has,
in many cases, been found to be as low as 3 lbs. per ton of load.
A passenger train of six carriages, fitted with roller bearings
throughout, has been running for over two years between Brighton
and Kemp Town, with a total mileage of over 70,000, and has shown
a saving of from 121 to 15 per cent, in the consumption of fuel,
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41
which saving has been obtained under most disadvantageous circum-
stances, inasmuch as the engine has to be kept in steam for about
16 hours per diem, whilst it* actual running time is under seven
hours.
The road between Brighton and Kemp Town is also a most trying
one on account of its almost continuous curves, its constant stoppages
necessitating great expenditure of brake power, and the abnormal
number of points and crossings in so short a run, added to which a
great portion of the line is laid with guard rails, so that the fixed
charges of traction are in this case very heavy.
So well satisfied is the Brighton Railway Company with the
extended trials as above-named, that o'rders have now been placed
for roller bearings for main-line traffic.
Plate 8a.
The Western Bailway of Franco are fitting a complete train with
roller bearings for experimental purposes, and their report will
undoubtedly be of great value, as investigations of this kind are
carried out with great care and skill by Continental engineers.
The Liverpool Overhead Bailway made their first trials with these
roller bearings some two years ago, and are now gradually fitting
them to tile whole of their rolling stock, as they find fchait since their
introduction they have, with a slight modification of their motors,
been enabled to run- three instead of two coach trains, the extra
coach being without motors, thus increasing the carrying capacity
of their trains by 50 per cent.
The contention that the application of roller bearings in the case
of electrical traction will show a great economy under the head
of " Maintenance of Motors," has been amply borno out by the
experience gained at Liverpool.
The City and South London Bailway are applying these bearings
to their carriages.
Traitwats.
The following are the results of careful experiments made to
aiccrtain the relative starting effort and running friction of Irarocars,
' fitted with ordinary and roller bearings. •
Starting' Effort. ■-— Tramway curs, weighing 4 tons 16 cwt.,
• ordinary bearings, 198 lbs. or 41'68' lhs. per ton; roller bearings,
30 lbs , or 6"58 lbs. per ton — a saving of 84 per cent.
BtTNMNO Fbiction— Gravity Test.
A tramway car, fitted with ordinary bearings and woighing 2 tons
' 15 cwt., was let loose from a point 56 feet up an incline, with
1 foot 6f inches rise. It [ran down this incline and 57 feet along
the level line at foot of same, or a total distance of 113 feet. The
force expended was, therefore, 6,100 lbs. falling through 1*521, &c,
feet, or 9,364 foot lbs. Ihe average frictional resistance was.
9,364 4- 113, or nearly 83 lbs., equal to 3Q'o lbs. per ton. A similar"
car fitted with roller bearings being let loose from the same point,
ran the full length of the level line available, namely, 320 feet, and
had not then quite come to rest, the total distance traversed being
376 feet. The force expended was, again, 9,364 foot lbs. The
average frictional resistance was 9,364 -"- 376— 249 lbs., or abdut
9 lbs. per ton of load, a saving of 70 percent.
The following figures are of interest, and are founded on the
results of actual experiments : —
-Relative starting effort of a tramear on a gradient of 1 in 20,
ordinary bearings 100, roller bearings 77, saving 23 per cent. ; ditto,
ditto, on a gradient of 1 in 80, ordinary bearings 100, roller bearings
50, saving 50 per cent.; ditto, ditto, on a gradient of 1 in 140,
ordinary hearings 100, roller bearings 396, saving 60'4 per cent.—
results which require no comment.
Roller bearings have been fitted to many horse cars, with results
most beneficial to the animals employed, and it is estimated that the
use 'of them would so prolong the life of the horses that the reduc-
tion in tbeir depreciation alone would show a saving of , considerably
over £10 per car per annum.
The Corporation of Blackpool have had some of their tramcars
fitted with roller bearings, and these cars have been running on
their electric tramway for over three years, and with results so
satisfactory that they have applied similar bearings to all the new
cars whicli have been constructed since the advantages of these
bearings were established ; and their consulting engineer some short
time ago certified that at least 30 per cent, of electrical output is
saved by the use of such bearings as compared with those in ordinary
Pl-ATE 0.
General Applications.
Perhaps one of the most interesting amongst the general applica-
tions of these bearings is that of the big bell of St. Paul's Cathedral,
" Great Paul," which, with its hesdstock and other moving parte,
weighs nearly 25 tons, and which gave considerable trouble when
mounted on ordinary bearings. The following results are instruc-
tive : — When mounted on the ordinary bearings the bell came to
rest — after the swinging effort had been discontinued — within
one minute, when on roller ' bearings in 6 minutes 55 seconds,
showing that the frictional resistance of the latter was only about
one-seventh of the former, a result remarkably in accordence with
the starting effort tests given under the head of " Tramways." •
An equally satisfactory result hus been obtained from four
bearings fitted to the main shaft of a heavy seed crushing mill at
Hull, the actual saving, arising from the alteration from ordinary to
roller bearings, being at the rate of no less than £120 per annum, a
l> 4
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TBE AVTOMOTOR AND B0R8ELESS VESICLE JOURNAL. [Novbmbkb, 1897.
saving that Trill repay the cost of such alteration in less than six
months, and continue as an annuity for the remainder of the life of
the bearings.
Two large bearlncs are now being manufactured for the main
shaft of a large colliery ventilating fan for the North of Ensland.
With reference to the quest:on of heating, it is an interesting fact
that there has not been a single case of a hot bearing in all tbe
experience so far gained with roller bearings.
Maintenance.
Although it is somewhat early to predict what the cost of main-
taining these bearings will be, the results so far show that if they are
constructed of suitable materials, it will be extremely low, 60,000
miles in railway work, and over three years in tramway work, wit'i
but very slight wear arc most encouraging. It has been found that
polished compressed steel is the best material for the rollers, cast
steel for the cases in railway and heavy shafting bearings, and hard
cast-iron for tramcar and other lightly loaded and slow-running
bearings.
The demand for these roller bearings is steadily increasing, and
the results obtained from their practical application in every-day
use justify the author in his conviction that the experimental stuge
of roller bearings is now past, and that as the demonstration of their
utility and economy becomes more generally known and appreciated,
their success is already assured, and their universal adoption is only
a question of gradual, if not of rapid, development.
With regard to cost. It is scarcely fair, perhaps, lo make an
absolute comparison with the ordinary axle-box bearing or plumirer
block at present in use, since tbe materials, workmanship, and » orking
parts are essentially different. Moreover, economies in machinery
and manufacture which follow a large and increasing demand, cannot
fail to exercise a beneficial effect in this respect, but generally it may
be said that the present first cost is from two to three times that of
an ordinary bearing of similar dimensions, which longer life and the
economies effected in fuel, lubricat'on, and cost of labour in nuvn-
tenanee amply compensate for in ultimate or annual expenditure.
Many of the above facts are recorded in papers read by Mr. \V.
Bayley Marshall oefore the Institut'on of Civil Engineers, London,
and the British Association, Toronto, in May and August last,
respectively, but in the authors opinion they are of such interest
and pregnant with such possibilities for the future, that he hopes no
apology is needed from him for bringing them before tbe members of
this Association. They are absolute results obtained from the forms
of roller bearings he has described, these bearings being, so far as his
information goes, the only successful ones for heavy loads at high
speeds. He thinks enough has been said to show that there is likely
to be a large development in the application of these bearings in the
immediate future, and he also ventures to hope that the foregoing
paper will be of use to those interested in the question.
The author, in conclusion, desires to express his obligations to
Mr. W. H. Woodcock, M. Inst. C.E., the engineer of the Boiler-
Bearings Company (Limited), for much of the information and the
technical results given in this paper.
In the discussion which followed the reading of the paper, the
Prebidbnt remarked that, although a roller bearing might cost more
than one of the ordinary kind, this might be compensated for by
a reduction in friction.
Mr. W. H. Hcnteb, engineer to the Ship Canal Company,
observed that they had a large number of sluices on the canal
30 feet wide each, some of them working under a differential head
of IB feet, and every one of which was worked on the roller
principle with admirable results. The projectors of the Panama
Canal had informed him they were going to adopt the principle of
roller bearings for their sluices. Then they bad on the canal a
number of swing bridges, which were carried on the free roller
principle. The whole secret of success in roller bearings was the
avoidance of undue unit stress.
Mr. Daniels said there was no disputing tbe advantages of roller
bearings, and it was simply a question of getting special machinery
to produce them more cheaply.
Mr. Woodcock, of the Koller Bearing Company, London, said
the safe load depended, to a considerable extent, on the diameter
of the roller. They might put a heavier load, per lineal inch, on
a large roller than on a small one.
I
THE PARSONS' MOTOR.
^*w^V^MW^V»A<»*^W»M<*i
! " Ccando escribe, refierese Al " The Actomotor ami> i
HoRBKLBsa Vkhiclb Journal."
At a recent meeting of the Institute of Marine Engineers at Strat-
ford the Hon. C. A. Parsons read a paper describing the motor which
bears his name. This wonderful motor is destined to revolutionise
existing practice, and those who are interested in road locomotion will
find a study of this paper advantageous.
The Hon. C. A. Parsons in the course of his paper said : — The
earliest notices of heat engines are found in the " Pneumatics " of
Hero of Alexandria, which dates from the year 200 B.C. One of the
steam or motive power engines there mentioned is the .JSolipilee,
a steam reaction engine consisting of a spherical boiler pivoted on a
central axis, beneath which is placed a flame. The steam escapes by
bent pipes facing tangentically in opposite directions, at opposite
ends of a diameter perpendicular to the axis. The globe revolves by
reaction of the escaping steam, just as a Barker mill is driven by
escaping water. No practical or useful steam engine appears to have
been made on this or any analogous principle until the year 1884,
though many attempts seem to have been made on more or less crude
line) ; meantime the piston engine of Papin, Savery, Newcomen, and
Watts has been developed during the last 800 years, and by its
general use has revolutionised the means of transit, and tended to
vastly increase the productive power of labour generally.
Engine for Driving Dynamos.
The want of a fast running engine for driving dynamos presented
on immediate field for the application and development of a suitable
steam turbine engine. The advantages of a steady running engine
having no reciprocating parts, of small size and extreme lightness,
were sufficiently obvious, provided that fairly economical results as to
steam consumption could be realised. The highly economical results
obtained from water turbines gave hopes that, provided suitable con-
ditions could be arranged, similar efficiencies would be obtained with
steam as with water, and assuming this to be possible, it would
naturally follow, after taking all other losses into account, that the
steum turbine would be more economical in steam thin the piston
engine. These possibilities, and the interest of applying a practically
new method for motive power purposes, led us to build an experi-
mental engine of 10 H.P., coupled directly to a dynamo. For
practical reasons it was, however, necessary to keep the speed of
rotation of the turbine as low as possible, and also to construct the
dyaamo to run as fast as possible, so as to couple the turbine directly
to it, and in order to obtain the necessary conditions for steam
economy the turbine was made what is called compound, or, in other
words, a series of successive turbine wheels were set one after the
other on the same spindle, so that the steam passing through them
one after the other, the fall in pressure being spread over the series
of turbines, should be gradual, and the velocity of the steam nowhere
more than was desirable for obtaining a high efficiency for each
turbine of the series.
Tie Turbine Motor.
The turbine motor consists of a cylindrical case with rings of
inwardly projecting guide blades, within which revolves a concentric
shaft with rings of outwardly projecting blades. 'The rings of blades
on the cylinder nearly touch the shaft, and the rings of blades on the
shaft lie between those on tbe case and nearly touch the ease. There
is left between the shaft and the case an annular space, which is
fitted with alternate rings of fixed and moving blades. Steam passes
first through a ring of fixed guide blades by which it is projected iu
a rotational direction upon the succeeding ring of moving blades,
imparting to them a rotational force ; it is then thrown back upon
the succeeding ring of guide blades, and the reaction increases the
rotational force. The same process takes place at each of the suc-
cessive rings of guide and moving blades. The energy to give the
steam its high rotational velocity at each successive ring is supplied
by the drop in pressure, and the steam expands gradually by small
increments. In a moderate size turbo-motor there may be from 30
to 80 successive rings, and when the steam arrives at the last ring the
expansion has been completed. On the left side of the steam inlet
are the dummy or rotating pistons, which are fixed to and rotate with
the shaft. On their outsides are grooves and rings which project
into corresponding grooves in the case. By means of the thrust
bearing of the motor, the longitudinal position of the shaft is
adjusted, and grooves and projecting rings kept nearly touching, so
as to make a practically tight joint. The object of these pistons is to
steam balance the shaft and relieve end pressure on the thrust
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bearing. I give herewith a drawing * of a 350 kw. Turbo Alternator,
13 of which size are now at work in the London stations. With
compound condensing turbines a steam efficiency comparable with
the best compound or triple expansion condensing engines was at
length reached, and it was then resolved to test the application of
the compound turbine to the propulsion of ships, for which purpose
it seemed well suited, provided that as good an efficiency could be
obtained from fast running screw propellers as with ordinary ones.
The " Turbinin."
In January, 1894, a syndicate was formed, and a boat was designed
for this purpose. The " Turbinia," as the boat is named, is 100 feet
in length, it feet beam, and 44i tons displacement. The original
turbine engine fitted in her was designed to develop upwards of
1,500 actual H.P., at a speed of 2,500 revs, per minute. The boiler
is of the water-tube type for 225 lbs. per square inch working pressure,
with large steam space, and large return water-legs, and with a total
heating surface of 1,100 square feel, and a grate surface of 42 square
feet. Two firing doors are provided, one at each end. The stoke-
holds are closed, and the draught furnished bv a fan coupled directly
to the engine shaft. The condenser is of large size, having 4,200
square feet of cooling surface. The circulating water is fed by scoops,
which are hinged and reversible, so that a complete reversal of the
flow of water can be obtained should the tubes become choked. The
auxiliary machinery consists of main air pump and spare air pump,
auxiliary circulating pump, main and spare feed pumps, main and
spare oil pumps, also the usual bilge ejectors ; the fresh-water tank
and botwell contain about 250 gallons. The hull is built of steel
plate, of thickness varying from -fa inch in the bottom to ,'g inch in
the sides near the stern, and is divided into five spaces by watertight
bulkheads. The deck is of steel plate, rV t° i inch in thickness.
The approximate weights are :— Main engines, 3 tons 13 cwt. ; total
weight of machinery and boilers, screws and shafting, tanks, Ac,
22 tons ; weight of hull complete, 15 tons ; coal and water, 7i tons ;
and total displacement, 44} tons. Trials were mode with screws of
various patterns, but the results were unsatisfactory, and it was
apparent that a great loss of power was taking plsce in the screw.
Owing to the cavitation of the water, the matter was then thoroughly
investigated theoretically and experimentally, and it was finally deter-
mined (as the best course to overcome the difficulty) to subdivide
the turbine motor into several separate compound turbines. Conse-
quently the single compound turbine engine was removed from the
boat and replaced by three separate compound turbines, directly
coupled to three screw shafts, working in series on the steam, the
turbines being the high pressure, intermediate, and low pressure, and
designed for a complete expansion of the steam of hundredfold, each
turbine exerting approximately one- third of the whole power developed,
the three new screw shafts being of reduced scantling. By this change
the power delivered to each screw shaft was reduced to one-third,
while the division of the engine into three was favourable to the
compactness and efficient working of the turbines. The total weight
of engines and the speed of revolution remained the same as before.
The effect on the screws was to reduce their scantling, and to bring
their conditions of working closer to those of ordinary practice. The
thrust of the propellers is balanced by steam pressure in the motors.
At all speeds the boat travels with an almost complete absence of
vibration, and the steady flow of steam to the motors appears to
reduce the liability to priming ; at any rate, no sign of this has yet
occurred with ordinary Newcastle town water. No distilling apparatus
has yet been fitted. The boat bos been run at nearly full speed in
rough water, and no evidence of gyroscopic action has been observable,
though such a result would be anticipated from the known small
amount of these forces under actual conditions ; indeed, the
" Turbinia" has so far proved herself an excellent sea-boat.
Advantage* over Ordinary Engines.
The advantages claimed for the compound steam turbine over
ordinary engines may be summarised as follows : — (1) increased
speed ; (2) increased economy of steam ; (3) increased carrying
power of vessel j (4) increased facilities for navigating shallow
waters; (5) increased stability of vessel* (6) increased safety to
machinery for war purposes; (7) reduced weight of machinery;
(8) reduced space occupied by machinery ; (9) reduced initial cost ;
(10) reduced cost of attendance on machinery ; (11) diminished
cost of upkeep of machinery ; (12) largely reduced vibration ; and
• We hope to reproduce this In our next Inue,— E».
(13) ret' ucel size and weight of screw propellers aud shafting. For
the purpose of going astern a small reverse turbine is used. This
turbine has hitherto been of an inefficient form, and has constituted
a part of the low-pressure motor ; the power consequently that has
been developed has been very small, and has given an astern speed of
three knots. A powerful reversing motor is, however, now being
fitted of similar construction to the ahead motors ; its weight is
three-quarters of a ton, and it is estimated that the astern speed will
then exceed 10 knots. The turbine will be permanently connected
to tho central propeller shaft, and its casing will be connected to the
condenser, and the amount of power spent in turning it when going
ahead will be insignificant. In June la3t the " Turbinia " steamed
from the Tyne to Harwich at the average speed of 12 knots, and
from Harwich to Cowes at the average speed of 16 knot*. During
and after the week of the review she was run at speeds up to
34i knots, estimated 'from the curve of steam pressure and speed, and
ample steam is provided by the boiler at the highest speeds hitherto
reached.
Results of Trials.
In April a series of trials were made by Professor J. A . Ewing, and
the following paragraphs are extracts from his report, which com-
prises, I believe, the most complete set of investigations mode on the
working of a small fast vessel : —
" The mechanical friction of the turbines is particularly small, and
the work spent on friction is not materially increased by increasing
the range of expansion. This allows the steam to be profitably
expanded much farther than would be useful or even practicable in an
engine of the ordinary kind. Apart from questions of friction, the
addition of weight and bulk to allow for this extended expansion
would be enormous in the ordinary engine ; in the turbine it is very
moderate. Steam is expanded nearly two hundredfold in the
"Turbinia," and this is accomplished with engines which are much
lighter than reciprocating engines of the same power, although in
these the expansion would be much less complete. Bough weather
was met with in some of the trials, and I had the opportunity of
seeing that the " Turbinia " is for her size a good sea boat. The
machinery worked with perfect smoothness, the screws did not nice,
and the bearings remained perfectly cool throughout. From first to
last during the whole of the trials there was no hitch whatever or
difficulty of any kind in the action of the turbines. Some 20 trial
runs in all were made under various conditions as to speed, the range
of speeds tested extending from 6| knots to 32J knot*. Full speed
trials were made on 10th April, the boat having then been in the
water for fully a fortnight. Two successive runs on the measured
mile, in opposite directions, in smooth water and at the slack of the
tide, gavo the following data : —
1 2
Time on the mile 103 $ sees. 110 sees.
Corresponding speed in knots . . 32'79 32'73
Mean speed in knots . . . . 32'76
Bevs. per minute of high pressure and inter-
mediate shafts . . . . . . . . 2,230
Bevs. per minute of low pressure shaft . . 2,000
Steam pressure in boiler by gauge . . . . 210 lbs. per sq. in.
Steam pressure on admission to high pressure
turbine .. .. .. .. .- 157 lbs. per sq. "in.
Greatest pressure in stokehole, by water
gauge .. .. .. . . . . 7i in.
" The speed reached during this trial, 3276 knots in the mean, is,
I believe, the highest recorded for any vessel. It is greatly in excess
of the speed hitherto reached in boats so small as the " Turbinia."
It is clear, then, that the exceptional speed developed in tho " Tur-
binia " has been achieved without sacrifice of any economy, and that
the substitution of turbines driving high speed screws in place of
reciprocating engines driving screws of much more moderate speed is
not attended with increased consumption of steam so far as fast
running is concerned."
Turbines for Large Vessels.
In conclusion, the application of the steam turbine principle to
fast ships in general, including passenger vessels, Atlantic liners, and
Bhips of war, would appear to present no special difficulties. It may
be said, generally speaking, that the larger the scale on which the
engines are made the simpler is the construction and the higher the
steam efficiency and the lower the speed of rotation. In the sizes
hitherto constructed, the largest being the engines of the " Turbiuia,"
K
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Notkicwh, 1897.
this has been found to be the case. In applying turbine engines to a
large passenger Tessel or warship of, say, 30,000 I.H.P., probably four
screw shafts with two si-rews on each shaft would be adopted ; each
of the four shafts would be driven by one compound turbine at a rate
of between 400 and 700 revs, per minute, and the turbines would
consist of the high pressure, the intermediate and two low pressure,
each turbine developing approximately one-quarter of the total
power. The screw propellers would be about one-half the diameter
of ordinary twin-screw propellers, and the aggregate blade area would
approximate closely to ordinary practice. VVith such engines the
consumption of steam per propulsive horse-power would probably be
less than that found in the mercantile marine, and considerably less
than that found in war- vessels, where space and other conditions
must necessarily be considered There is also no limitation in steam
pressure in the case of turbines other than those imposed by the
boilers, and it is probable that in conjunction with water-tube boilers
higher pressures than those at present usual would be generally
adopted. Witli turbine engines in passenger vessels there would
arise no questions of vibration from machinery or propellers, and in
the event of one screw shaft or one motor becoming disabled, the one
affected can be more readily taken, out of action than is the case with
ordinary engines, and the parts being lighter, can be more easily dealt
with by the stall' on board; thus the liability to serious breakdown
is considerably reduced.
THE "SCOTTE" SYSTEM.
Wb are in receipt of the following letter from the Director of
the "Soci6t6 ties Chaudidres et Ventures a Vapeur Syst^me
Scotte":—
Momieur le Directeur de l'Automotor and Horseless Vehicle
Journal, 62, St. Martin's Lane, Londres, W.C.
Je viens de recevoir le No. du 15 Octobre de votre Journal.
Voulez tous me permettre de completer les appreciations
formulees par votre correspondant relativement an fonction-
nement de notre train a raarchandiaes pendant le Concours dee
Poid8 Lourds.
feant donnfi le profil extrfimement accidents des parcours
ou Ton rencontrait des rampes de 14 per cent., nous n'avona
transports au maximum que 5J tonnes de poids utile : raais il
faut adniettre que ce ne sont pas la les conditions normales du
roulage.
Sur bonnes routes, en palier ou faibler rampes, e'est a dire ne
dCpassant par 4 per cent., nos machines peuvent convoyer a la
vitesse de 7 a 8 kilometres a l'heure de 10 a 12 tonnes de poids
utile.
The Scotte Tractor am> Trailer.
Death of a well-known Carriage Builder. — Le Ouide du
Carrottier notes the death, at the early age of 55 years, of M. Basile
Dimitri-Markoff, of Moscow, Russia. M. Markott" was well known
and highly honoured in Moscow and Paris. He was wealthy, and
the head "of a great plant devoted to carriage building. He was
urbane, genial, and his broad ideas led to the establishment of
amicable relations between the members of the craft in these two
cities. He was an admirer of France and of the French people It
was his habit to spend two or three months of each year in Paris or
at French watering places. Lately he decided to remove to Paris
to reside permanently, but after a return to Moscow recently he fell
ill and died. He was the recipient of distinctive French honours.
He carried the ensigns of the orders of St. Stanislaus and St. Vladamir,
and was to have been decorated with the red ribbon, Legion
d'Honncur, at the coming Paris exposition of 1900. Last year he
was nominated a member of the jury at the Nijni- Novgorod Fair,
where be rode in the Emperor's sleigh, which, in Russia, i* regarded
as a great honour. M. Markoff was a devoted Christian, and a
member of the Russian (Greek) Church, and lived close to the
Golden Rule, a tribute accorded him by all who knew him.
All interested in automotors should join the Self- Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.C.— (Advt.)
Par ce m6me courrier et sous pli separ6 je vous adresse deux
phototypies representant notre tracteur porteur avec sa charge
r6elle.
Dana vos "Notes du Continent" je reldve qu'a la suite de
nos essais dans le Luxembourg, la douane nous reclame 6000
francs pour la rentree en France de nos machines. Permettez
tnoi de vous faire remarquer que nos trains etant construits a
Paris peuvent sortir de France et y rentrer absolument en
franchise.
Veuillez agr6er, Monsieur, mes salutations empressfies.
Paris, Octobre 18.
iWe have pleasure in reproducing the photograph herewith.
Co.]
A New Electrio Motor Vehicle. — Mr. T. Parker and several
gentlemen connected with Messrs. Parker (Limited), of Wolver-
hampton, in addition to a number of distinguished visitors, attended
the works in Wolverhampton, on October 27th, having been con-
veyed there from the station in Mr. Parker's new motor-car. The
main object of the visit was to test the capabilities of this electric
motor, which was in every way satisfactory. We understand that
Mr. Parker, when on hii motor-car trips, has had a good deal of
trouble with small boys, who, not satisfied with hanging on behind,
have thrown sticks and stones into the mechanism whilst the car
has been running.
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Notekske, 1897.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
45
RESISTANCE OF VEHICLES IN ROUNDING
CURVES.
Mb. Hxkbt Simpson, writing to The Engineer on '* The Elements
of Train Resistance," gives the subjoined formulas, which, although
representing what occurs on railroads, is equally applicable to steam-
tractors on common roads hauling a s'ring of wagons. In the course
of his letter, Mr. Simpson says : —
" Most enginemen prefer to hare the longest and heaviest vehicles
near their engine, because, they say, the heavy wagons 'pull so
hard ' when near the break van. I cannot see that this can possibly
be so on a straight road, and I will endeavour to show that even on
a curved road the obliquity of the draw-bar pull cannot have a very
material effect. Let us assume, for the sake of simplicity, that the
vehicles of a train are all of the same weight, length, and resistance,
and let — ,
T = Tractive force in pounds of engine in excess of that portion
which is absorbed in overcoming the resistance of the
engine itself ;
B = Resistance in pounds of each vehicle ;
0 = Supplement of angle contained by any two vehicles ;
* = Number of vehicles whose resistance is overcome by the
tractive force, T ;
" Now, pull exerted on first draw-bar = T cos 0, and since R is
absorbed in each vehicle, the pull exerted on —
Second draw-bar = (T cos 9 — R) cos 0 = T cos* 0 — R cos 0;
Third „ = (T cos5 0 - R cos 0 - R) cos 0 = T cos" 0
- R (cos* 0 + cos 0) ;
Fourth „ = T cos4 0 — R (cos* 0 + cos' 0 + cos 0) ;
«th „ - T eos" 0 - R (cos <« - ') 0 + cos <• - s> 0
+ . . . . COS* 0 + COS 0).
" Since we have assumed that the engine is just capable of pulling
the n coaches, it is obvious that the pull on the nth draw-bar must
just equal the resistance : —
.-. R = T cos" 0 — R (cos" - l 0 + cos" - ' 0 + .... + cos 0)
-•. T cos" 0 = R (cos» - • 0 + cos» -50+ + COB 0 + 1)
Tcos»0=R/i^£2!!!')
V 1 — cos 0 /
T cos" 0 - T cos" + ' 0 = R - R cos" 0
cos" 0 =
R
R + T (1 - cos 0)
" It will be readily seen that on a straight road 0 = 0 and cos 0 = 1,
and the geometrical progression would sum ' »,' and our equation
would therefore stand I = S». It will be found that in all cases
9 is so small as to make cos 0 so nearly approach unity that the
obliquity of the draw-bar pull may for all practical purposes be
neglected. For instance, a train of 45 empty wagons is being hauled
round a curve of 600 feet radius, the total resistance being 20 lbs.
per ton. It will he found from the above formula that a draw-bar
pull of 5,455 lbs. is necessary ; whereas, if we neglect obliquity, a
pull of 5,400 lbs. is necessary. The difference, 55 lbs., is so small
as to be inappreciable ; nevertheless, the length of a train and the
position of the heaviest laden wagons are such important items in
the eyes of most enginemen that I venture to draw attention to the
matter, in the hope of a correct explanation being forthcoming."
^^^*^^^^^*^^^^0^0^0^0^0^0^0^0^0^0^
Leicester Invites Tenders for Motor Dust Carta. — The
Leicester Sanitary Committee invites designs and tenders for motor-
vehicles for the collection of house refuse. The motive power
capacity and all other particulars are to be described in a full
specification, accompanied by drawings, and delivered at the office
of Mr. E. George Mawbey, C.E., Borough Engineer and Surveyor,
Town Hall, Leicester, addressed to the Chairman of the Sanitary
Committee, by January 31st. The loaded wagons would have to
ascend an incline of 1 in 20, turn in a limited space, back and tip
over a beam about 14 inches high by 12 inches in width, and when
empty descen 1 a road having a gradient of 1 in 15. The committee
do not bind themselves to accept any proposal, and firms tendering
must do so at their own cost, no fees being allowed for the prepara-
tion of drawings, 4c.
REPORT OF THE MANCHESTER DEPUTATION
ON ELECTRIC TRACTION.
Thx following is a brief report of the deputation recently appointed
to visit the Continent on the results of inspection of Continental
stations : —
The object of the inspection was to ascertain the latest Continental
practice in electric lighting, and to learn the extent to whieh electric
traction was used, and the various methods by which it was applied,
and especially, if possible, to ascertain how the problem of supplying
current for both lighting and traction was dealt with.
One result of the investigation is to show that electric traction
is fast superseding all other means of hauling trams. Wherever
electric traction has been introduced on a small scale, the system is
being largely extended, and the use of hones is being entirely
abandoned. Electric traction is not only preferred to horse traction,
but to all other forms of mechanical propulsion ; even the Serpollet
steam system in use in Paris, and which appeared so promising, is
being abandoned in favour of the electric system. The essential
elements common to every system of electric traction are an electric
generator driven either by steam or water-power, and an electric
motor fixed upon the tramcar geared to the axle of the wheels and
causing them to revolve ; the difference between the various systems
of electrio traction is comprised in the various ways of establishing
the connection between the generator and the motor. The most
direct and simplest method consists in connecting one pole of the
generator to the tram lines, and the other to a wire suspended over
the middle of each track, and carried on insulated supports. This
system is known as the overhead trolley system. Next in order of
simplicity and directness comes the underground conduit system.
In this, each pole of the generator is connected to an insulated
conductor carried in a concrete culvert beneath the roadway.
Connection with both conductors is established by means of a
contact-making device known as a " plough," which enters the
culvert through a slot running longitudinally in the same direction
as the tram lines. The third system is as simple as either of the two
preceding ones, but it is less direct. . It consists in charging secondary
batteries or accumulators from the generator, which accumulators
are fixed on the car, and afterwards give out current to the motor on
the car. The electrical energy is thus stored in the accumulators,
and no direct connection is necessary between the generator and the
motor. The fourth system is that known as the closed conduit
system. In this, one pole of the dynamo machine is connected to
the rails, and the other is connected in succession to a series of metal
plates between the tram lines, the connection being established auto-
matically by the car as it moves onward. This system is as direct as
the trolley or slot system, but it is much more complicated, and is
very liable to become deranged.
All systems of electrical traction fall broadly under the four heads
named above, but there are endless differences in detail. Thus with
the trolley system, the overhead wire may be supported on posts
fixed either in the middle of the roadway or at the side, arms pro-
jecting from the posts over the tracks ; or it may be carried on wires,
known as span wires, stretched across the track and attached either
to the buildings or to two posts without arms. The wire may be
fixed over the centre of the track or near one side, the latter being
known as the side trolley system. Contact may be made with the
wire either by means of a wheel, known as the trolley wheel, carried
at the end of a long arm fixed on the roof of a car, or by means of a
metal bow, also carried on the lop of the car.
Again, in the underground slot system, the slot may either be at
the side, one rail forming one side of the slot, or it may be midway
between the two rails of each track, a third line of metal being thus
necessary for each track.
In the accumulator system the batteries may be removed from the
cars for charging, or they may he left in the cars. In certain cases,
the accumulator system is combined with the trolley system, and the
accumulators are oharged from the overhead wires in those portions
of the cily where it is fixed, while the electrical energy so stored in
the accumulators is used to run the cars over the lines in that portion
of the city where overhead wires are not allowed.
Comparing the advantages of the various systems, there can be no
question that the overhead trolley system is by far the ehenpest to
construct, costs less for maintenance than any other system, is the
simplest to operate, and the most easily repaired. It is much less
liable to interruption than either the underground slot system or the
closed conduit system.
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46
USE AtfTOMOfOR AM) 20RSELES& VEHICLE JOURNAL. [Novrube*, 1897.
The accumulator system is extremely reliable, but the expense
attendant on its introduction throughout the whole of the system of
tramways is prohibitive, while if it be adopted for certain portions
of the city, the working expenses are largely augmented on account
of the great weight of the batteries having to be hauled over the
whole of the lines, whether the accumulators are furnishing current
or not.
The underground slot system, though as simple to work as the
overhead trolley, is very much more expensive, and possesses the
serious disadvantage that it entails an entire cessation of traffic over
the portion of line being oonverted for at least three weeks during
its construction. The closed conduit system, though very attractive
in theory, is not at present sufficiently developed to admit of its
adoption being recommended, as it is not capable of dealing with
heavy traffio, is liable to fail, and may give rise to shocks fatal to
animals, and unpleasant to human beings.
Inquiry and observation show conclusively that on the Continent,
wherever possible, the overhead system with either trolley or bow is
employed. Other systems are only resorted to when the overhead is
forbidden from aes-
thetic considerations.
These considerations
doubtless have weight
when streets such as
the principal streets
of towns like Paris or
Berlin are in question ;
but in the case of a
great commercial city
like Manchester, where
oheap transit is a
paramount considera-
tion, and where an
interruption of the
heavy traffic would be
fraught with disas-
trous consequences,
there appears no
necessity to insist
upon the streets being
kept absolutely free
from overhead wires.
Where the tram
lines are laid, steel
posts should be erected
on each side of the
Btreet with arc lamps
fixed on same.
That the steel posts
should be prepared to
receive cross span
wires to carry the
overhead trolley wires
if the overhead system
is adopted in Man-
chester.
In the streets where
there are no tram lines,
the arc lamps to be
suspended in the centre of the streets and ca.ried by span wires.
These span wires to be fixed by rosettes to the sides of the buildings
if permission can be obtained from the tenants and landlords, and if
the permission cannot be obtained, steel side posts be erected, and
the span wires be carried front them.
Generating Stations and Installation*. — The deputation were much
impressed with the manner in which the electric instillations in the
various cities had been carried out. The workmanship and design
of the engines and electric appliances were extremely good, and
silent working and steady running seemed to be the order of the
day. It was evident that cleanliness of machinery and buildings
were made a special object of the management.
The Automotor and Horseless Vehicle Journal Diary
contains over 100 pages of information. Price 6d. ; post free,
7d, of Messrs. F. King and Co., 62, St. Martin's Lane, London,
W.C. See it for Notes on Motive Power generally and Elec-
trical Batteries.
THE COLUMBIA MOTOR-CARRIAQES.
Fig. 1.— The Coixmbia Electric Cab.
This vehicle is manufactnred by the Pope Company, of Hart-
ford, U.S., and its general appearance is shown in Fig. 1. As
will be seen, it is an electrically-propelled four-wheeled carriage,
having seating capacity for two persons.
The body consists of a box in which is carried the battery or
accumulators, the front part of the box forming the seat, and
protection is given by fitting a light hood. The wheels are of
the bicycle pneumatic-tyred type, with ball bearings. The body
is carried by an ingenious and elaborate system of springs,
while the front axletree is made something like a bowstring
girder of light tubing, and forms a very rigid, strong, yet light
support. The rear axletree, together with the motor, differential
gear, &c., is shown in Fig. 3. The motor is of the Lundell type,
and is of two H.P. rated, but can be overloaded to twice this
without appreciable heating.
Fig. 4 shows the
battery and system
of driving and con-
trolling. The battery
consists of 40 cells
contained in four
f roups, 10 in each.
ts capacity is 70
ampere hours, with
a maximum die-
charge of 35 ampdree.
Under ordinary con-
ditions of city traffic,
running on asphalte,
a speed of 12$ miles
can be obtained with
a discharge rate of
18 amperes. The
efficiency of the
system is stated to
be 72 per cant., that
is when discharging
at the rate stated,
If H.P. are de-
veloped on the wheel
rim. The connec-
tions are so arranged
with a watt meter
tliat when the charg-
ing current enters
the "full" position
on the dial it indi-
cates that slightly
more energy has gone
into the battery than
was taken out. Two
small contacts, after
the manner of the
ordinary electric alarm clock, are provided at the " full "
position, so that when the finger reaches this point the
circuit is completed through the electromagnet on the cut-
out which actuates the armature and permits of the main
switch of the carriage being thrown out. Thus, by simply
inserting the charging plug in the carriage and closing the main
switch, no attention whatever is required until it is desired to
next use the carriage. The recording watt meter is of a special
type made by the General Electric Company.
The reversing switch shown is not put in the controller on
Columbia carriages, for the reason that in some cases it is
possible for an excited person during an emergency to quickly
draw the controller from full speed ahead to backing. This
would be liable to cause serious results, and in the Columbia
carriages a special reversing switch is provided which is operated
by the foot, and which makes it practically impossible for an
unthinking or careless person to reverse the current in the motor
when the carriage is going at full speed ahead.
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47
The emergency switch is a small plug placed conveniently near
the neat ; an operator can always pull it out in case of any
accident to the motor, which would prevent its being stopped.
Fia. a.
All battery connections, and, for that matter, all connections
throughout the carriage which have to be manipulated in any
way, are made of two different sized holes, all of the positive
The carriage weighs about 1,700 lbs., of which 850 lbs. are
accounted for by the battery. The cost of recharging is about
60 cents., and the energy suffices for a run of 30 miles on good
roads at a speed of 12$ to 15 miles per hour. The cells are
stated to stand wear remarkably well, one set having run
8,300 miles without deterioration. In design, appearance, and
finish the Columbia motor-car is all that can be desired, and
reflects credit upon the Pope Company.
VWMMMMMMMWtMMM
MOTOR-CARS AND MAIDSTONE.
tm. 4.
holes being the larger. Thus no negative plug can be entered in
a positive hole, nor any positive plug entered in a negative hole ;
by this means it is almost impossible to make any mistakes in
forming up connections.
Maidstone and some other towns have lately been " afflicted "
— this is, we think, the orthodox word — with typhoid. In
plain English, Maidstone is, like so many county towns, rather
indifferently governed, and hence the people have dilute sewage
given them to drink, and thereby suffer from the existence of
typhoid and other filth diseases. For the sufferers we have every
sympathy ; and we trust that after this lesson the electorate will
do their duty, and free themselves from the government of
those whose first duty, in many cases, consists in maintaining
abuses and privileges, and who steadily set their faces against
progress, whether this takes the form of new waterworks,
electric lighting, or motor- vehicles. Few other counties are so
backward as Kent. With no manufactures to speak of, it is a
county in which the influence of the Squire and the Parson is
supreme, and ■ hence, it is not surprising that bad sanitation
should prevail in the houses, and that the water supply should
be contaminated with sewage, and that motor-vehicles should
be regarded with disfavour by the local bumbles and beadles.
There are, unfortunately, many other towns like unto Maid-
stone, both in the quality of their water and in their local
administration. It is, however,
only when an epidemic breaks
out that the public learns how
very backward and reactionary
a local governing body can
be, and how very ridiculous
the proposals emanating from
such bodies can be. Thus,
the Warwickshire County
Council has, as is well known,
a strong antipathy to motor-
vehicles. At a recent meeting
of this body, as we learn from
the Birmingham, Argui, it was
stated that complaints had been
received of motor- vehicles pro-
ceeding along Coventry Road,
between the city of the three
spires and Birmingham, at a
high speed and refusing to
stop, infringing the Light Loco-
motives on Highways Order,
1896. The Council decided to
make a representation to the
Local Government Board that
such an alteration of the Order
was necessary as would ensure
the registration of all motor-
cars ; tli
in som
number
number
that the
of the
responsible for any breaches of
the Act. It is clear, says our
contemporary, that the carriage
people on the Council do not intend to part with their
horseflesh or they would not suggest these restrictions, which
will give a plying-for-hire appearance to a gentleman's private
motor-car.
K 3
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[NOVEMMB, 1897.
We do not object to the principle of registration, although we
nee no necessity for adopting it, and if it is necessary for motor-
vehicles, it is also eqnally necessary for horse-drawn vehicles.
We can assure the Warwickshire County Council that Acts of
Parliament and Local Government Board Orders are not altered
because a few selfish persons desire it, and before the alteration
was made people of much more importance than those who
compose a provincial county council would have to be heard.
If our worthy friends in Warwickshire will mind their own
business and look after their local water supply, they will
exhibit a capacity for local self-government which at present
they evidently lack, or they would not pitas such childish resolu-
tions, which are framed in no spirit of anxiety or desire for the
public weal, but merely to gratify the selfish wishes of what
are known as " carriage folk/'
«MM«V*MMMMM«WWWWMW
NAUTICAL AUTOMOBILISM.
The Thames Rivee Sbbvicb.
Some time ago the Hirers Committee of the London County Council
was instructed to consider what steps, if any, should be taken to
provide London with an efficient steamboat service, and to free from
toll the piers or landing-stages on the Thames in the county of
London. The Committee have considered this and other refer-
ences on the same subject, and the result appears in their report,
in which they state that the first step to be taken " is to acquire
and work the piers," a view which is in accordance with the one
taken by the local authorities who have approached the Council. It
is believed that the following 18 piers can be acquired without
involving capital expenditure : — Belonging to Thames Conservancy —
Wandsworth, Chelsea, Pimlico, Lambeth, Westminster, Waterloo,
Temple, Blackfriars, Allhallows, London Bridge (Old Swan), London
Bridge (Surrey side), Cherry Gardens, Tunnel, Globe Stairs, Lime-
house, West India Docks, Commercial Docks ; belonging to London
County Council — Hammersmith. The undermentioned 10 could not,
it is thought, be obtained without purchase : — Belonging to Thames
Steamboat Company — Putney, Battersea Square, Carlyle, Battersea
Park, Nine Elms ; belonging to railway companies — Fulham (District
Railway), Charing Cross (South Eastern Railway) j belonging to
dock companies — Blackwall ; belonging to Greenwich Pier Company —
Greenwich ; belonging to Sir Maryon Wilson and the Thames
Steamboat Company — Woolwich.
The following particulars show the Thames Conservancy's charges
for the use of about 20 of their piers during the 10 years ended
1803 : —
Expenditure on wages and staff . . . . . . £4,887.3
Expenditure on repairs, rates, stores, 4c. . . 3,815.7
Total £8,703
Receipts for pier dues . . . . . . . . 5,572.6
Loss by the Thames Conservancy . . . . . . £3,130.4
Minimum receipts (1884) . £8,029
Minimum receipts (1889) 4,274
The apparent smallness of receipts compared with the river traffic
is accounted for in this way, that the money paid for the tolls is not
the statutory charge for actual calls but for sums paid under agree-
ment between the steamboat < ompanies and the Conservancy. The
Conservancy, it is pointed out, have statutory power to charge up to
sixpence per call of each boat at each of their piers, and it is estimated
that for a winter service of 15 minutes' interval and a summer one
of 10 minutes, this toll would amount to £17,000 per annum.
Additional charges are made by the Conservancy for the location of
piers which do not belong to them, amounting to £327 10»., and
there are charges for annual rental at other piers, not owned by the
Coaservancy, which reach a total of £3,850.
It is explained that there is reason to believe that the Thames
Conservancy are willing " to arrange with the Council to facilitate
the traffic on the Thames by transferring to the Council the charge,
regulation, and maintenance of the existing piers belonging to them,
but this concession, to be of practical utility, would need to be
accompanied, by th<" right on the pjirtnf the Council to remove them,
where necessary, from their present position* to such others as might
be deemed more suitable for the river passenger traffic ; and perhaps
would require to be supplemented by the right to acquire such piers
as are owned by others which may be found necessary for the
Council's purposes.
" The possibility of a municipal steamboat service has also been
carefully considered by us under the Council's reference on this
subject. We have received full and valuable reports from the
Council's officials in this matter. We have also received, in favour
of the Council providing a municipal steamboat service for London,
resolutions and petitions from the following : — A public meeting
held at Rotherhithe, the London Reform Cnion, the London Trades
Council, the Vestry of Fulham, and the Vestry of St. Margaret and
St. John, Westminster.
" The matter requires further consideration, and we intend to
bring up, at an early date, a recommendation to the Council on this
subject, but the question of instituting a municipal service is not, we
think, one that is involved in any way with the acquisition and
working of the piers. We have therefore considered the question of
dealing with the piers first as the best way of securing an adequate
and efficient steamboat service, and of increasing communication on
the river and restoring the old service of the Thames as a highway,
without recommending to the Council any particular system of
steamboat service at present.
" We accordingly recommend the Council to pass the following
resolution : —
" ' That it is desirable, in the interests of better communication,
that steps should be taken to secure an adequate and convenient
steamboat service on the Thames, and that with this view the Rivers
Committee be authorised to approach the Thames Conservancy
Board and others concerned in order to as ertain on what terms and
conditions the Council could acquire the piers.' "
At the last meeting of the Council this resolution was adopted by
a large majority.
MAXIM'S AUTOMOTOR.
Mb. Hi ham S. Maxim, the well known inventor, has brought out
a new oil motor, of which the following is an account, taken from
the patent specification : —
This invention is particularly applicable to engines for horseless
carriages and for other purposes where an exceedingly light and
active motor is required. Gas and oil engines are now very com-
monly constructed to porform what is known as the "Otto" cycle,
that is to say, a cycle in which work is done ouly at every alternate
outward stroke of the piston. Therefore in such an engine no less
than four cylinders are required to perform the same number of
working strokes as an ordinary single cylinder steam engine and
eight separate cylinders are required to effect one revolution of the
crank without a fly-wheel, which can be done with a two-cylinder
steam engine, as, for example, a locomotive engine. Moreover, a gas
engine performing the "Otto" cycle is capable of only very slight
variation of speed. It must work at a rather high speed or not at
all, and it is impracticable to provide it with reversing gear. There-
fore such engines are not advantageously applicable for the purpose
of a road carriage which must be able to run either fast or slow, and
must be capable of being reversed at will, and of being started at any
time without manual assistance.
Mr. Maxim constructs an engine with two or more working
cylinders, each of which will perform work with every outward stroke
of its piston. In some instances is arranged, in conjunction with
one or both of the working cylinders, an air-pump, the piston of
which is preferably attached to the piston rod of the working
cylinder ; or, in some instances, the cylinder may be so constructed
that one of its ends serves as the air-pump while its other end is
used as the working cylinder. It is found best to arrange that the
air-pump is as far as possible from the hot cylinder.
Those familiar with the subject are awaro that engines have been
constructed in which one end of the piston rod has been provided
with a piston working in a cylinder and propelled by the pressure
of hot air or gas, while another piston on the rod has been employed
for compressing the air, but in such engines the pressure in the
working cylinder never exceeds the maximum pressure in the air
reservoir, consequently these engines are not as economical as those
using the " Otto " cycle, in which the pressure exceeds that of the
compressed air in the air reservoir.
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Novbhbk, 1897.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
49
In Mr. Maxim's engine the connecting rod may be attached
directly to the pump-piston so that the cross-head pin or pivot will
be situated in a cool place, and consequently the piston will work
belter than if the said pivot were at the other end. The crank pins
are set at angles of 90° from each other, and are arranged in such a
manner to balance the engine as nearly as possible.
The engine works in the following manner, viz. : — Suppose it it
ready for starting, the compressed air tank having a pressure of
about 45 lbs. to the square inch, the valve in the air passage is
opened, the compressed air enters the cylinder, and the piston is
pushed forward »» in a steam engine. When the piston has moved
through about one-fourth of its stroke it uncovers the ignition tube,
or otherwise causes the ignition of the charge of gas or vapour
that has been admitted to the cylinder. At this instant a valve
operates to close the communication between the compressed-air tank
and the cylinder, and the charge being ignited the pressure suddenly
rises to about 100 lbs. to the square inch. In some instances the
cylinder is allowed to become very hot, especially where heavy
petroleum is used. Its temperature may be sufficiently high to ignite
the gas or oil without any special igniter, and in such cases the
desired result is obtained by not injecting the gas or vapour until
after the piston has travelled through about one-fourth of its stroke,
thereby obtaining the same results as by igniting the charge by means
of a special igniter. If very heavy oil is to be employed and the
cylinder kept hot as stated, it is advantageous to use a long piston
provided with packing rings at its outer end, and to keep cool only
that part of the cylinder in which these rings work, while the inner
end of the piston may be loosely fitted in the cylinder, and made of
material which will endure a high temperature. For instance, the
piston may be covered with asbestos, with or without an external
covering of " platinoid," which is a mixture of wronght-iron and
nickel. The end of the cylinder may also be made of the same or
simuar material, and heated with a Bunsen burner to a temperature
sufficient to ignite the oil. But where a light petroleum is used the
cylinder need not be kept at a high temperature. It can be jacketted
throughout its entire length, and the charge may be ignited at about
one quarter of the piston's stroke either by an ignition tube or an
electric spark. As the piston moves outward it performs work on
the crank and at the same time compresses the air, the two pistons
being brought to a state of rest at the end of the stroke by the
compressed air in the air-pump.
In an engine of this kind it is necessary that a definite quantity
of inflammable material shall be introduced into the cylinder at
each stroke, and apparatus is provided which so operates that the
ad'iission valve, when opened at any particular part of the stroke,
will not remain open. .For this purpose a device is employed, which
first raises a weight, and then, by means of a tappet, releases it, so
that the weight in falling strikes the valve, and by its impact opens
the same, but allows it to close again immediately. In this case the
oil, which should be under a pressure greater than that of the
compressed air, enters the cylinder in a fine spray ; or it may be
volatilised, and enter the cylinder in the condition of vapour. The
quantity of fluid admitted may be varied by varying the force of the
blow, t:io length of the stroke, the force of the spring, the action
of the tappet, or the size or shape of the valve. The pressure on
the oil should be at least 100 lbs. to the square inch, so that it may
enter with great force into the cylinder. The oil may be contained
in a strong tank subject to the pressure of Comi.ressed air; or a
small pump may be arranged to pump a larger quantity of liquid
than is required, the superfluous oil being blown through a bye-pass
at a pressure in excess of the pressure of the compressed air in
the tank.
When four cylinders are employed upon the same crank shaft tae
engine may run either at a high or a low speed. Suppose that the
engine is required to run slowly on a slight, downward grade, the
liquid may be shut off. and then, if the cylinder is hot, the apparatus
will work as a hot-air engine, the only power developed being due
to the increased volume of the air entering the hot cylinder, and
whenever more power is required a larger or smaller quantity of oil
can he admitted as required. The speed of the engine may be
reduced by closing a valve in the compressed air passage.
If an automatic regulator or governor is required, one constructed
in the following manner is employed ; that is to say, a diaphragm
is connected with the compressed air tank and with the oil-supply
in such a manner that if the pressure in the air tank rises above the
pre-determined pressure it diminishes the quantity of oil or gas
introduced into the chamber, whereas if the pressure shall fall below
this point, an increased quantity of oil will be introduced and the
heat will be correspondingly increased. In this way the quantity of
oil burned can be automatically regulated according to the amount of
work being performed. If the load is light the engiue may work
simply as a hot-air engine, whereas if the load is heavy it will work
as a gas or oil engine.
Reversing the engine is effected as follows : — There are two sets of
cams on one shaft arranged to. actuate the induction and exhaust
valves, and capable of the required adjustments ; or if preferred,
two shafts can be used, each one having its own special cams. When
a single shaft is employed the shaft may be arranged to be pushed
inwards to reverse the engine, whereas if two shafts are used they
may be arranged to be turned about a common centre so that one
or the other will come into its operative position according as the
engine is to run forward or backward.
This engine, according to Mr. Maxim, will work at any desired
speed, and under very different loads, and will work as well with a
heavy as with a light load. It therefore requires very much less
gearing than other forms of gas or oil engines, and may in fact be
geared directly to the axle of the carriage or vehicle on which it is
used. The engine may be arranged to permit one or more cylinders
to be used as may be required, and can be adapted to the various
conditions which affect the working of a road carriage which not only
has to run on the level but also has to mount and descend steep
inclines. In some instances arrangements can be made for employing
the engine as an air pump and thereby retarding the vehicle in
descending an incline.
The air reservoir may be of any convenient shape or size, but
preferably it is constructed of strong tubing completely surrounding
the engine and serving as its foundation, and in some cases as the
framework of the carriage. The oil reservoir may be located at any
convenient part of the carriage, and the water tanks may be arranged
in such a manner that the water can be fed into the parts to be cooled
and can only escape as steam, the water being employed for cooling
the cylinder or the exhaust valve or both as may be required.
Referring to the drawings, Fig. 1 is a sectional plan of the engine
adapted to be worked by charges of oil and air. Fig. 2 is a side
elevation. Fig. 3 is a longitudinal section taken through one of the
working cylinders and air pumps. A, A are the working cylinders and
B, B are the air pumps. C is the air reservoir connected with the air
pumps by the pipes, C1, C, C*. D is the crank shaft, and D1, I)1 are
the cranks thereon. E is a sprocket wheel mounted on the crank
shaft and adapted to transmit motion by means of a driving chain to
the axle, F, which msy be the driving wheel axle of the vehicle.
G-, Q- are horizontal standards by which the working cylinders and
air pumps are rigidly connected together. These standards are pro-
vided with bearings, G1, Cr1, in which the crank shaft, D, revolves
and with other bearings, (is, G2, in which the driving wheel axle, F,
revolves. The working cylinders are connected together in pairs side
by side, each pair being provided with a slide valve, a, that works
transversely with respect to the cylinders, and alternately opens the
inlet ports, a', a1, to the compressed air supply and to the exhaust
passage, a1. The slide valves are similar in construction to ordinary
steam slide valves and work in valve boxes or chests, A", which com-
municate with the air reservoir or air pumps by branch pipes, C3. At
the junction of these branch pipes a throttle valve, C\ is provided
for the purpose of regulating the amount of compressed air passing
to the cylinders. This valve is furnished with a stem, C4, to which
suitable lever mechanism is connected for enabling the driver of the
vehicle to conveniently adjust. These slide valves are actuated by
rocking shafts, as, having arms, a4, a*, the latter of which are con-
nected to the slide valves by l'nks, a6, and rods, a', passing through
suitable stuffing boxes. The arms, a4, are connected by rods, a8, to
eccentrics, a9, worked from the crank shaft of the engine.
For reversing the engine the sheave of each eccentric is so made
that it is capable of sliding tranversely on the crank shaft.
aa, a" are non-return valves which are situated between the slide
valves, a, and the pipes leading to the air valve, C, these valves
serving to shut off the connection between the valve box or chest, A«,
and the air pumps when the pressure within the chest, A1, exceeds
that of the air pressure.
The working cylinders are arranged in alignment with the air
pumps, their pistons being coupled together by connecting rods,
A1, A1 ; B1, B', the former of which drive the crank shaft. The rods,
A1, B', are connected together by a transverse pin, a1', and the head
of the rod, B1, is formed with a curved slot, BJ, lor the crank pin to
work in during the revolution of the cranks ond the oscillation of the
rods, A', B'.as they alternately assume a straight and oblique posilion.
By arranging the connecting rods in this mannerthe pump cylinders
and the working cylinders aro brought closer together than would be
possible if a simple rod connecting the two pistons together were
f; 4
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51
employed, and yet the air pumps are kept a sufficient distance from the
working cylinders to ensure the former being kept cool.
The connecting rod, A1, is made hollow as shown, so as to contain
lubricant which can flow to the crank pin. At every outward stroke
of each of the air pump pistons air enters the pump from the
atmosphere through the openings, A, A1, 4s, in the piston. During
the inward stroke of the pump piston the opening;, 1-, are kept closed
by a flexible diso valve, 4s, and the air within the pump is forced into
the air reservoir through the openings, i\ which are kept closed
against the return of the air by a flexible disc valve, b%.
The end of the working cylinder is closed by a cap or cover, A*,
which constitutes the explosion or combustion chamber. The explo-
sive mixture of oil and air enters the chamber, A6, through the port*,
A8. A*, A10 are electric igniters which, at the required portion of the
stroke of the piston, are caused to " spark " by any suitable contact
device. An externally arranged lamp for heating an ignition tub<",
to effect the explosions, may be used if necessary. This lamp may
also be used to raise the temperature of the cylinders sufficiently to
cause the vaporisation of the oil charges prior to ignition.
1, 1, are the oil inlet valves, each of which is arranged to be actuated
by a finger or tappet, A", on the pistons of the working cylinders as
the pistons reciprocate. The oil inlet valve is of the plunger type,
and comprises an outer casing formed with a central passage, to
which the oil gains access from the inlet by transverse holes.
Within the passage are two valves, one being the outlet valve, and
the other a non-return valve.
Extending transversely across the engine is a rocking shaft, i'°,
having arms, t", to whose outer ends are pivotally connected levers,
0-. The free ends of these pivoted levers engago with the slotted
heads of the plunger pump. Situated about midway of the length of
this transverse rocking shaft is another arm, i13, acted upon by a
spring, ''", which keeps the said arm, i15, constantly pressed against
a plunger, i14, forming part of the regulator, I1. This regulator
consists of a box or casing within which is a flexible diaphragm, upon
one side of which the inner end of the plunger, i15, is located. The
other side of the diaphragm communicates by means of a pipe. «'6,
with the compressed air pipe, C3, so as to be acted upon by the
pressure of the air supplied to the engine as such air passes the
throttle valve, C4. The free ends of the pivoted lovers, t", are
formed with lateral inclines, i'7, against which the fingers, A' ', on
the pistons act to open the oil inlet valves.
It will be seen that the arm, i", is subjected to two opposed
pressures — that is to say, a pressure due to the spring, »'*, and a
pressure due to the compressed air within the regulator, I1. Thus
the rocking shsft, i'°, will be shifted angularly in a direction depending
on which of the pressures predominates. By such angular movement
the outer ends of the arms, i", will be moved up or down, and by
correspondingly shifting the pivoted levers, i", will thereby vary the
extent to which the inclines, »", on the pivoted levers protrude into
the path of the fingers. A", so regulating the extent and the duration
of the opening of the oil inlet valves. Thus the amount of the oil
charges supplied to the cylinders by the oil inlet valves will be auto-
matically regulated or varied by the amount or pressure of the
compressed air passing the valve, C, from the comprossed air
reservoir, or pumps. By means of this governor or regulator the
driver of the vehicle can, by altering the air valve, C, regulate tho
speed of tho engine.
Mr. Maxim makes no less than 22 claims in connection with this
motor, but the first two seem to be the more important. They
are : — •
1. An engine in which the first portion of the piston's stroke is
effected by the pressure of air compressed before admission to the
cylinder, and the remainder by pressure due lo the combustion of
oil or gas in such compressed air
2. A gas or oil engine adapted to work either as a hot air and
explosion engine or as a hot air or explosion engine.
The specification is numbered 9,52'j of 1896.
THE USE OF ALCOHOL IN PRIME MOVERS.
^***S*W*^^»WW**»*****»rt*»*w
Nakw denna tidskrift "The Automotor and Horseless
Vehicle Journal " nar ni tillskrifver aunonsorerne.
For the Regulations respecting Automotor-Carriages and
the Carriage of Petroleum, see The Automotor and Horsei.kss
Vehicle Diary and Pocket-Book for 1897, which contains
over 100 pages of information. Price 6rf. ; post free, Id., of
Messrs. F. King and Co., 62, St. Martin's Lane, London, W.(J.
M. L. Levy, professor of distillery st Douai, his recently published
in the Distillerie Srancaise an interesting article in which he inves-
tigates the therroo-dynamics of alcohol and other hydrocarbons
when employed as the source of motive power in an ideal motor,
following the Beau de Bocbas Cycle. One of the principal advan-
tages of the use of alcohol is the total absence of that disagreeable
smell that accompanies the use of petrol and other petroleum com-
pounds in motors.
Numbsr of Horse-power Hours theoretically produced by the Combut-
tion of one kilogramme from the Agent.
Nature of the Agent.
Explosion in
presence of the
least volume of
air absolutely
necessary.
Explosion in
presence of
i volume of air
double that
strictly
necessary.
. 3-05
. 6'12
. 8-92
. 2-93
. 6 73
Aleohol at 98° .. 3-235 ..
Petrol .. .. 6-75 ..
Amylic aleohol (C»Hl!0 + H20), 83
per cent, of alcohol . . . . . . 4 -28 . .
Butylic alcohol (CH">0 + 2HsO) , 67 3
per cent, of alcohol . . . . . . 3 "2
Distillery oil, 0-75 of amylic alcohol,
0 '25 of butylic alcohol * . . . . 4
From this it will be seen that from the thermo-dynamic point of
view petrol has a great superiority. Coming now to the economical
aspect of the question, in which one seeks to obtain the greatest
amount of work at the least cost of material, the results : obtained
in the following table show how much work oan be obtained from
the combustion of one franc's worth of each of the various agents
named. In the calculat:on the following prices obtain : — Alcohol at
90°, 30 francs per hectolitre (in bond) ; petrol, 0 -45 franc per kilo-
gramme ; distillery oil, 0 '133 franc per kilogramme : —
Number qf Horse-power Hours obtained by the Combustion of
one franc's north of each substance.
Bxploslon in presence ^uZume*'^'"
Nature of the Agent. of a volume ofair do°ubk °thS%trictly
strictly necessary. necessary. *
Alcohol 9-00 8-60
Petrol .. .. .. 15-00 13-60
Distillery oil .. .. 80-00 .. .. .. 27-50
From this it will be seen that it is impossible to think of replacing
petrol by alcohol in small motors ; pure , alcohol is 60 per cent,
dearer tuan petrol, but its use presents certain advantages, taking
into consideration the cleanness and convenience resulting from a
complete combustion. If, on the contrary, leaving out economy,
distillery oil and alcohol are mixed, they are more easily burnt than
petrol, and also they do not, like the latter, infect the air, and are
capable of producing as much work, under certain conditions, as
economically as petrol.
The Underground Bailway and Electric Traction. — Wo
recently commented upon the supineness of the directors of this
and the District Company in adhering to steam locomotives when,
as it appears to us, comproused air locomotives would offer so many
advantages. Since then, a Daily Mail representative has interviewed
an official of the Metropolitan Bailway on the subject of electric
traction, for the purpose of ascertaining what are the difficulties
mentioned by Mr. Bell before the Board of Trade Commission, whose
report was recently issued. The official interviewed said the point
referred to by Mr. Bell was, he imagined, the question of finding
the initial energy for starting a large number of trains simultaneously
on the same section. " There ore 27 stations on the circle," he said,
" and to start trains from several of these ot the same time would
require a considerable power from the source of supply. This
difficulty will, of course, be overcome eventually; but electrical
traction will not be utilised on the Metropolitan system for some
little time. The subject is receiving the continuous attention of the
directors, but it is naturally one that demands serious oonsideration.
As soon as a decision is arrived at a definite announcement will be
made." Why docs not Mr. Boll try compressed air locomotives ?
r
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THE AUTOMOTOB AND HORSELESS VEHICLE JOURNAL.
[NOTBMBEE, 1897.
DOINGS OF PUBLIC COMPANIES.
Thb capital of Headland's Patent Electric Storage Battery Company
(Limited) has been increased from £15,000 to £20,000 by the
creation of 6,000 new shares of £1 each.
A general meeting of the Universal Electric Carriage Syndicate
will be held at the London Tavern, Fenchurch Street, £.0., on
December 2nd, at two o'clock, to receive a report by the liquidator
(Mr. W. O. Attree) of the winding-up operations.
" Smidsy, Lohdon," is the telegraphic address of Messrs. J. W.
and T. Connolly, King's Cross, manufacturers of the well-known
" Ideal " rubber tyre. In this firm's advertisement in our last
issue it was inadvertently printed " Smidoly." Business firms please
note and alter accordingly.
»
Tub report and accounts of the British Motor Syndicate, to be
submitted at the general meeting to be held on the lyth instant, are
just issued, and are published in this number. The figures are of a
most remarkable nature, and- as the report is only to hand as we
?;o to press, we reserve our criticism of this extraordinary document
or our next issue.
♦
At the meeting of the Colonial Assets and Investment Company
(Limited), held on the 10th inst., reference was made to the London
Electric Omnibus Company, to the effect that the former owned a
one-sixth interest in the Ward accumulator, and it was stated that
the I ondon Electric Omnibus Company, which has been formed for
the purpose of working this accumulator, has completed the con-
struction of three omnibuses, bit its directors have deoided that
until the Company has a sufficient number to run on the streets it
will not commence a regular service of electric omnibuses.
A dividend of 10 per cent, has been declared by the directors of
the Caledonian Motor-Car and Cycle Company (Limited), of
Aberdeen. The called-up capital of the Company is just over
£2,300, and the net profit from all sources from December 24th,
1896, to September 30th, 1897, being nine months and four days'
trading, amount, as per profit and loss account, to £548 10*. llrf. ;
depreciation on the plant, machinery, fittings, 4c., being 10 per
cent, written off, £65 12*. lOd. ; leaving a balance for division of
£482 18*. Id. This sum the directors propose to deal with as
follows: — Write off the total amount of preliminary expenses,
£124 12*. id. ; pay a dividend of 10 per cent., free of income tax, on
the paid-up capital of the Company, £233 19*.; directors' and
auditors' fees, £33 8*. ; to carry forward to next year £85 18*. 9d.
Thb shareholders in Mr. Pennington's Irish Motor and Cycle
Company have reason to be satisfied with the result of the liquidation
which was wisely determined upon. A second cheque has been
forwarded to them giving a further refund of 1*. Gd. a share to the
holders of ordinary shares, leaving only 1*. a share of the amount
which they subscribed still due. The preference shareholders have
received back the entire amount, and we understand the directors
are making arrangement* by which, in a short time, Mr. Robert
Oardner, the liquidator, will be enabled to remit the last shilling to
tho original shareholders. Whatever mistakes the directors made in
connection with the inception of the Company, their worst enemies
cannot but render them praise for the satisfactory manner in which
they have seen that those who subscribed their money to the
concern, upon the faith of the high characters of the members of
the Board, have been properly protected, and will not be losers by
their confidence.
The be apoears to have been a great number of hard words thrown
about recently in regard to the affairs of the Britannia Motor-Carriage
Company (Limited), resulting in the calling, on the 4th inst., at
the Hotrorn Restaurant, of an extraorJinary general meeting in
compliance with the requisition of certain members holding in the
aggregate 5,825 shares, or a trifle over one-tenth of the issued
i apital of fie Company. Whether the accusations put forth against
those concerned with the launching of the Company have any
measure of truth in then; or no, it is not for us to say, but it
certainly seems to us that all the matters which this meeting was
specially called to discuss would have keen better left until after the
ordinary general meeting of the Company, to be held on December 15th
next. When this meeting has taken place and the accounts have
been presented, and the progress of the concern reported upon, it
should be time enough to raise questions likely to wreck the Company
in the event of the reports being of the nature foreshadowed by
the malcontents. At the meeting, the directors made a very
good stand against the attacks of their traducers, the Chairman's
proposal for the adjournment of the meeting until immediately after
the annual meeting, on December 15th, being ultimately carried
unanimously. We trust the directors will be able to follow up their
advantage by demonstrating beyond doubt at the December meeting
that the affairs of the Company are in a flourishing condition and
likely to result in substantial dividends being paid speedily to the
shareholders. The President, the Hon J. H. H. Berkeley, must be
congratulated upon the admirable manner in which he ruled the
meeting, which at first gave promise of such unpleasant developments.
Thb meeting of the shareholders of tho New Beeston Cycle
Company (Limited), was held at Coventry on the 14th of last month,
to consider the scheme of reconstruction set forth in our October
issue. Mr. Rowland Hill presided, and stated that the directors
had decided to take the shareholders entirely into their confidence,
and had therefore given the fullest information possible, lie state 1
that, as the meeting was aware, the vendors handed over to this
Company the business assets of the successful Q.uinton Cycle Com-
pany, which they had previously purchased for £55,000. By the
prospectus the promoters were able to legally claim a large number
of vendors' shares, which established, in the Chairman's opinion, a
crushing load, from which, unless relieved, it would never hold up
its head. It was not long after the flotation before Dr. Iliffe and
himself saw the necessity of finding some way of relieving the share-
holders of this crushing weight of vendors' shares. Their endeavours
had culminated in the scheme now placed before them. It was a
better scheme than they ever dreamt it was possible to get, and was
the result of months of anxiety and negotiation. They anticipated
satisfactory results from it, and by that he meant dividends to the
shareholders. They knew that their cycle business was a good one,
and if fairly capitalised there should be good dividends. They had
one of the finest factories in the trade, and if there was one-half the
demand in England that there was in France for motor-cycles that
business should pay a large dividend, even out-doing eventually the
Cycle Company. The directors had been told that the present
scheme was above criticism. The separation of the cycle from the
motor business was considered absolutely necessary, and it was also
absolutely necessary to have more working capital. On the cycle
side the Company had done a large trade, and their plans for next
year were for a greater trade, He moved that the scheme be
approved. Dr. Iliffe, seconded, and stated that the new share
capital would be called up at lengthened periods. After some
discussion the scheme was put to the meeting and unanimously
approved The Chairman then stated that it was a matter of
satisfaction that £450 000 of proxies had been received in favour
of the scheme, and over £100,000 were ordinary shares. The
Chairman and Dr. Iliffe were thanked by the meeting, Mr. Stevens
remarking that they had the courage to stick to the firm when the
other directors were afraid to meet the shareholders. In accor lance
with the resolution, the Beeston Motor Company (Limited) has now
been registered, with a capital of £110,000 in £1 shares.
Q. R. Blot and Co. (Limited).
Undbb the above title a Company has been registered with a
capital of £75,000, in shares of £1 each, for the purpose of manu-
facturing electrical and other apparatus and plant, and especially
accumulators of the kind manufactured by Mr. G. R Blot. The
invention is patented practically all over the world, and the English
Company acquires the patents of Great Britain, Canada, and several
of the colonies, together with the right of taking out patents in all
countries in which patents or protections do not already exist. We
understand that the whole of the capital has been priiatelv sub-
scribed, and that the Company will at once get to work to place
their accumulators upon the market in a commercial form. The
directors are Mr. Thomas Parker, J. P., M.I.C.E., 4c, of Thomas
Parker (Limited), Wolverhampton; Mr. F. Ball Kirby, M.I.C.K. ;
Mr. Ernest Honey, of the Elswick Cycle Company (Limited) ; and
Mr. G. R. Blot, the inventor. The offices of the Company arc at
33, St. Swithin's Lane, London, E,C.
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No vmrera, 1897..1 THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
53
New and Mayne (Limited).
Following the appointment of a receiver and manager upon the
application of Mr. Rucker, a debenture-holder, made on September
15th last, in the above matter, two meetings have been held of the
creditors of the Company at the Westniinsrcr Palace Hotel, the first
being adjourned until the 10th inst. to enable a report to be drawn
up for the creditors by a Committee appointed at the first meeting.
The following gentlemen constituted tbe Committee : — Messrs.
Reuben Hunt (R. Hunt and Co.), J. strong (Henderson and Spalding),
J. Hoyle (Dicks' Asbestos Company), and W. L. Gray (Dunlop
Company). At the adjourned meeting, Mr. A. L. Basden, the
receiver appointed by the Court, read the report drawn up by tbe
creditors' Committee, which, after giving particulars of their investi-
gations into the Company's affa;rs, the method of keeping the books,
the proper issue of deb ntures, Ac., pointed out that Mr. Rucker had
from time to time advanced very lar*e sums of money to the Com-
pany for the purpose of carrying on the business, amounting in the
aggregate to close on £80,000, aga nst which Mr. Rucker held some
£53,000 of first debentures. After several interviews and a good
deal of negotiation, the Committee had arranged with Mr. Rucker,
subject to the creditors consenting to the reconstru tion of the
Company upon the lines indicated in the scheme set forth in the
original circular, to accept in the reconstructed Company £25,000
in first mortgage debentures, and for the balance of his debentures
he was willing to accept second mortgage debentures pro rata with
the rest of the unsecured creditors, who would also re cive a similar
security in the reconstructed Company for the full amount of their
debts. * The Committee in their report then unanimously and strongly
recommended the full acceptance of the amended reconstruction
scheme, and a resolution to that effect being put to the meeting was
carried with -only one dissentient, viz., a representative of Messrs.
J. K. and R. Lord, who recently filed a p.tition in the Companies'
Winding-Up Court for the compulsory winding-up of New and
Mayne (Limited). Tbe resolution was then declared arried, and
the necessary creditors' signatures obtained to enable the receiver
and manager to obtain the consent of the High Court to the recon-
struction scheme agreed upon by tbe creditors.
The Committee appear to have done their work admirably, and the
unsecured creditors have to thank Mr. Rucker for the ertremely
generous way in which he has dealt with his claims upon the entire
assets of the Company. There is no question in our mind that the
creditors hare a very substantial chance of obtaining their money
back ultimately, as there is little doubt that New and Mayne
(Limited) have valuable assets, which, if properly worked, should,
under the coming condition of affairs in the automotor industry,
result in the build ng up of a very valuable business.
Leather-Shod Wheel Company.
A large company of shareholders met at the works of the Le.ilhcr-
Shod Wheel Company (Limited), at Bow Road, E., last month, for
the purpose of witnessing a demonstration of the process by which
the Company nanufactures leather tyres and applies them to wheels
of all kinds. It is claimed for the leather tyre invented by Messrs.
Pierrou and Klein in 1895- the patent rights of' which for the
United Kingdom the Lealher-Sbod Wheel Company (Limited) was
formed to take over — that it is at once elastic, durable, quiet, cheap,
and light running. In the year mentioned works were started in
Vienna, and the Austrian Government very soon began to use the
wheels in several of their departments.
Upon the formation of the English Company, among the first
orders given was one for wheels for the trolleys in the House of
Commons. Then the Secretary of State for War gave an order for
wheels for military carriages, and another came from the Director of
Clothing of the Royal Army Clothing Department. Instructions
were also receive I before many weeks had passed to prepare trial
sets of wheels for the General Post Office, the London Road-Car
Company, the Maiim-Nordenfelt Guns and Ammunition Company,
Messrs. Merryweather and Sons for fire-engines, and a set of wheels
for use on one of the London Tramways. In all these cases it is
said the trials made have proved satisfactory, and orders have been
sent in for wheels, not only for ordinary carriages, cars, and vans,
but also for trucks, trolleys, machine pulleys, roller skates, friction
wheels for transmitting power, rollers for bridges and gates, seed
crushers, &c.
It is stated that, in addition to the quiet running, it is so elastic
that a wheel dropped on a wooden floor will rebound about one-fifth
of the distance. In Vienna it is found that the leather tyres last
nearly as long as iron tyres, and three to four times as long as tyres
made of rubber. As to cost, a whole wheel fitted with the leather
tyre can be supplied at the same price as a rubber tyre alone. It is
further claimed that considerable economy is effected in repairs of
vehicles using these tyres, it being found that vehicles using elastic
tyres last much longer than others. Moreover, it is contended that
the tyre will stand such heavy weights that a tread as narrow as
two inches can, if desired, be used for vehicles carrying loads of
five tons upon each wheel, and in support of this statement aro
instanced the leather-shod wheels used for artillery purposes by
the well-known firm of Fried. Krupp, gun-makers, of Essen. Any
existing wheel can have the tyre attached rapidly and cheaply.
The process of manufacture, as explained to the shareholders by
Mr. H. S. Fearon, the Company's engineer, is as follows :— Strips of
leather are lirst passed into a machine and stamped into dies, which,
having also been glued in the operation, are pressed into a cylinder
and then delivered into racks in long segments. A whole tyre is
made up and placed into a frame, which holds it tightly, and it is
then several inches in diameter larger than the wheel for which it is
intended. Upon being placed around the wheel, to tho rim of which
a vertical channel has already been attached, it undergoes a very
great circumferential hydraulic pressure, and is contracted into the
channel, the edges of which are subsequently turned in upon the
leather, thus holding the whole firmly in position. A large factory
is in course of construction, and in a few weeks it is expected that
the Company will be manufacturing wheels in considerable quantities.
The tyrng machines are capable of turning out 300 wheels per day,
three "feet in diameter, with only 60 workmen.
British Motor Syndicate.
Tub report of the directors of the British Motor Syndicate
(Limited), with balance-sheet and profit and loss account from the
date of incorporation to '30th September, 1897, to be submitted to
the general meeting to be held at Coventry on the 18th inst., states
that the gross proBts, before charging directors' fees, amount to
£446,285. Dividends and bonuses have been paid absorbing
£217,173, and the Board have thought it wise at this time to
utilise a considerable portion of the balance of profits in writing
ljberal sums off the cost of patents, freehold property, furniture, &e.,
as shown in the accounts. The cost of patents amounts to no less
than £413,682, whereas the capital issued to the same date is
£250.000, so that nearly half tho cost of the patents has been paid
out of the profits, and not out of the capital. Last year the Board's
efforts were principally directed towards obtaining the necessary funds
for purchasing controlling patents— the motor car as now used being
quite a modern invention. This year attention has been given to the
manufacture of motor-cars in this country, and the industry has now
been thoroughly established. The progress made is seen by the fact
that, whereas last November no British-made motor car was in exist-
ence, to-day upwards of 200 motors und motor-cars have already been
turned out by the Company's various licensees at Coventry, and
motor-cars arc being delivered weekly. So fur all attempt* to excel
the patents and inventions belonging to this Syndicate have signally
failed, and all tests, public and prii ate, indicate that their Systems
are the only practical ones of any value, and will be found the con-
trolling powers in the industry for years to come. All the inter-
national competitions and races have again this year been won by
motors in accordance with the patents held by the Syndicate. The
directors further report the continued success of their litigation.
All points hitherto contested in the Law Courts have been won by
the syndicate. It has been deemed prudent to restrict the issue of
new licences for the present, in view of the rapid developments now
taking place. With reference to the Syndicate's electrical patents,
no better evidence could bo given than the electrical cabs now
running in tbe streets of London under the Company's licence.
The able management of the London Electrical Cab Company has
silenced misrepresentations with reference to electrical motors. The
oil-motors have a long list of records for the year in speed. In
certain Government departments they are being submitted to severe
tests, and the reports to date arc in every way favourable. It is a
matter for congratulation that in less than two years this Syndicate
has obtained the premier position in this country. More progress
is shown hero than even in America or Germany. Only in France
has this been exceeded, where, after the most, thorough testing, the
motor is being adopted bv the railway companies, the post oflice, the
arav, aud is rapidlv coming into general use for large establishments,
F 2
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54
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL, [November, 1897.
as effecting great economy in lime and money. The state of the
■hare market and the Jubilee year hare deferred the launching of
any new enterprise this year. Time is, however, in the Company's
favour, as the motor is each day gaining ground, and the position is
strengthening. The directors are now preparing plans for extensive
developments next year.
With the report is issued a circular announcing that an extra-
ordinary meeting of the Syndicate is to be held at the close of the
ordinary meeting for the purpose of passing certain resolutions to
alter the articles of association (which alterations are rendered
necessary in-order that the Syndicate may apply for a Stock
Exchange quotation, and by reason of the extension of the Syndicate's
business which is now transpiring), and to divide the existing capital
of the Syndicate into two classes of shares — preference and ordinary.
The meetings will be held at Coventry in order that shareholders
may inspect the motor-mills there situated, which are poposed to
be taken over.
PROFIT AND LOSS ACCOUNT, FROM 21st NOVEMBER, 1895, TO 30tk SEPTEMBER, 1836.
Dr. £ t. d.
To expenses connected with exploitation of patents
and licences and agents' and renewal fees . . 134,227 7 7
Office salaries, experts' fees, rent, rates, taxes,
insurance, gas and water, postage, law costs,
travelling expenses, carriage, repairs 'and re-
newals, and petty expenses . . . . . . 12,319 4 7
Purchase of motors, cars, tools, &c, including
working models and patterns . . . . . . 19,030 19 4
Printing, advertising, demonstrations, exhibition
show and preliminary expenses. . . . . . 14,578 9 7
Bank charges and interest .. .. .. .. 173 7 10
Directors' fees 625 0 0
Amounts written off — £ *. d.
Patents and licences . . 150,000 0 0
Shares 46,777 10 0
Furniture, fixtures, ond fittings. . 215 4 9
Freehold premises . . . . 139 8 4
197,132 3 1
Balance carried to balance sheet 248,528 7 0
£626,614 19 0
Cr. £ *. d. £ t. d.
Bv sale of licences —
For cash 301,000 0 0
For shares 290,000 0 0
591,000 0 O
Motors, bicycles, tricycles, 4c, sold, and sundry
profits .. .. 24,527 12 4
Stock of motors, cars, bicycles, tricyles, tools,
4c., on hand September 30th, 1897, as valued
by the manager . . .. .. .. .. 11,087 6 8
£626,614 19 O
BALANCE SHEET, 30ih SEPTEMBER, 1897.
Dr.
To nominal capital —
1,000,000 shares of £1 each £1,000,000 0 0
Capital issued and paid —
250,000 shares of £1 each
.Note. — By an agreement dated 21st October,
1896, the Syndicate became liable for the issue
of 750,000 shares, in respect of patents therein
referred to ; 650,000 of the above shares still
remain to be issued under such agreement.
Sundry creditors —
On open acoount . . . . £29,267 13 3
On bills payable .. .. 2,600 0 0
*. d.
250,000 0 0
Profit and loss account —
Balance per account
Less dividends and bonus paid —
In cash . . £52,652 14 7
In shares . . 164,520 0 0
£218,528 7 0
31,867 13 3
217,172 14 7
- 31,355 12
£ V
rf.
£
:
d.
136,684 11
5
276,993 0
150,000 0
0
0
263.681
11
5
Cr.
By patents and licenses acquired —
For cash
For shares {tee Note under
heading of capital)
Less amount written off ..
Shares in kindred companies —
At cost or nominal value .. 62,370 0 0
Less 76 per cent, written off 46,777 10 0
15,592 10 0
Freehold property .. .. 2,788 6 9
Less 5 per cent, written off 139 8 4
2,648 18 5
Less mortgage . . . . 1,500 0 0
1,148 18 5
Furniture, fixtures, and
fittings 1,434 18 2
Less 15 per cent, written off 215 4 9
1,219 13 5
Sundry debtors . . . . . . . . . . 7,772 6 1
Cost of registration of companies now in process
of formation 1,649 1 4
Stock of motors, cars, bicycles, tricycles, tools,
&c, on hand, as valued by the manager . . 11,087 6 8
Cash and bills (since matured and honoured) at
bankers and in hand 11,071 18 4
£313,223 5 8
£313,223 5 8
I have examined the books of the British Motor Syndicate
(Limited) from November 21st, 1895, the da'e of incorporation, to
September 30th, 1897. Payments in relation to the Motor-Car
Club, amounting to £4,378 8*. 'Id., have been charged in the
a 'counts as an expense. A sum of £1,664 13*. H. has been paid in
respect of income-tax, but uo reserve has been made for the balance
payable, as yet unascertained. Subject to the foregoing remarks I
ani of opinion that the balance-sheet, which is in accordance with
the books of the Syndicate, correctly exhibits the position of the
Syndicate's affairs.
ERNEST BOOTHROYD, Chartered Accountant,
London, November lit, 1897. Auditor.
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NOVEMBEB, 1897.J
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
Roller-Bearings Company.
The ordinary general meeting of shareholders of the Boiler-
Bearings Company (Limited), was beld on 28th October. Major-
Oeneral Hutchinson, C.B., in the chair, during his speech said : —
The acooonts of the Company relate, as will be observed from the
balance sheet and profit and loss account, to a period of 15 months,
from 2nd July, 1896, to 30th September, 1897, and, bearing in mind
that the Company started to build up an absolutely new business,
and bad not the advantage of taking over a working concern, it will,
we trust, be allowed that the results obtained during that period are
not unsatisfactory. With reference to that paragraph in the report
dealing with the number of bearings supplied, it may be interesting
to strtte the various uses to whu'h the bearings manufactured by this
Company are being put.
For railway work considerable progress has been made during the
last 12 months with the railway companies, both in this country and
on the Continent. The London, Brighton, and South Coast Company,
after experimenting themselves with these bearings for upwards of
two years with satisfactory results, have now decided to adopt them
for main line passenger traffic, and they, it is hoped, will shortly be
fitted to their bogie stock. The South Eastern Bailway have also
determined to give them an extensive trial. The North Eastern
Bailway have been supplied with these bearings, and the Lynton and
Barnstaple Bailway, now approaching completion, have fitted the
whole of their rolling stock with these bearings. With regard to
electrical railways, the City and South London (King William Street
to Stockwell) have fitted trains with them, and the directors are glad
to announce that they have secured the contract for the whole of
the rolling stock of the Waterloo and City Bailway. and the whole
of the carriages upon the Liverpool Overhead Bailway are being
gradually fitted with their bearings. The Mono-Rail Lightning
Express Train at the Brussels Exhibition was fitted throughout with
these bearings, and the director have reason to believe that the
results were satisfactory. The Company was awarded a silver medal
diploma at the Exhibition for their exhibits. With respect to tram-
way works, the bearings have been supplied to gas, traction, and
electrically worked cars for Blackpool, tor cable cars at Edinburgh,
and for horse tramways at Burnley, Worcester, Deptford, and
Northampton. For motor-car work the bearings have already been
supplied to Scarborough and Queensland ; and bearings for shafting,
furnace-cars, trollies, cranes, and ventilating fans for machinery
have also been supplied by this Company, and negotiations are now
in progress for fitting up electrical cabs, omnibuses, and other
vehicles. Space has been taken at the Crystal Palace, where two
loaded wagons are on view, one fitted with ordinary axle-boxes and
the other with roller bearings. In conclusion, the demand for these
roller bearings is steadily increasing, and the results obtained from
their practical application in every-day use justify the directors in
believing that the experimental stage of roller bearings is now passed,
and that as their many advantages become more widely known and
appreciated their success is assured, and their general adoption is
only a question of gradual, if not of rapid, development. I now beg
to move the adoption of the report and accounts.
Mr. W. Shelfoed seconded the motion, which was agreed to
unanimously.
The Daimler Motor Company.
Wobk Accomplished — Outlook job the Industbt and
Dividend Pbospects.
The second ordinary general meeting of the Daimler Motor Com-
pany (Limited) was held last month, under the presidency of Mr. H.
J. J. Sturmey (the Chairman of the Company).
The Secretary (Mr. E. M. C. Instone) read the notice convening
the meeting.
The Chaibman said when he had the pleasure of meeting the
shareholders at Coventry the Company wa» on the point of com-
mencing actual deliveries of motors. That was in May, and although
this balance-sheet took them very little into the actual period of
production, he was inclined to congratulate the shareholder* upon
what he considered was a very successful result for tbeir first year's
working, in view of the fact of the long time necessary to organise
the works. Remembering that they had undertaken the manufacture
of an entirely new article, and that practically no one in this country
was acquainted with it, he thought the time had not been wasted in
any way upon it, and that the progress made had really been rapid.
As would be seen from the balance-sheet (which was published
in the October number of The AuTpMoTOB and Horseless
Vehicle Journal), the whole of their capital was subscribed.
In regard to the item, plant and machinery, £17,752, if any of the
shareholders were engineers, the directors most cordially invited
them to make the most careful inspection of the works ; whilst if
they were not engineers, the Board would welcome the visit of any
trained practical engineer in whom they might have faith and like
to send. He thought that an inspection would show that for " up-to-
dateness," completeness, and suitability for the work in hand they
had the finest installation of plant and machinery in the trade, either
in this country or abroad. For many months the work was that of
preparation, and he need not tell the veriest novice at mechanical
work that they could not make a complete article until they had
every part — motor-gear, wheels, tyres, chains, and everything else.
At the same time the work of producing those parts in quantity bad
been going on, so that although they had very few carriages actually
finished, they had the part* ready for a very large number. When
they had every part finished and ready to the hand of the builders it
took something like a fortnight to erect the motor, and then various
times, from a fortnight to as much as five weeks, for the motor to go
through the testing shops for its many little adjustments and
putting through tests in such a way that the Company could be
satisfied that the motor was of the highest efficiency, and he need
scarcely say that no motor was allowed to leave the shops until the
Company's experts were thoroughly satisfied on that point. Then
when the motor was finished there was quite as much work in the
frame, gearing, Ac, as in the motor itself. It took about three
weeks to put the motor into its frame, and then there was the
carriage builder's work, which was necessarily slow, paints and
varnishes having to be used. The highest class of carriage took
16 coats of varnish, every one of which had to dry and then be
rubbed perfectly smooth before the next coat was applied.
The Company had now 24 carriages going througli the shops ;
they were finishing them now at the rate of four a week, and hoped
before many weeks had passed to increase the number to six. With
regard to the item leasehold land and buildings, £9,686, plus £3,894
spent on additions, he should explain that the first amount was
entirely a profit transaction. The directors were fortunate in
securing at Coventry a fine property of 13 acres of leasehold land
with a double factory upon it. It had been built as a cotton
factory, but had been burnt out, and was rebuilt by the insurance
company : but the cotton company being wound up, it had not been
occupied since. It came into the market at an absurd price — less
than what the factory alone cost to build — and the directors lost no
time in securing it, especially as at that time the British Motor
Syndicate was floating the Great Horseless Carriage Company and
searching for works in which to install it. They agreed to pay a
fair price to the Daimler Company for one of the factories, that
price being a sum which gave them a cash profit on the transaction
as well as leaving them with the second factory and the surrounding
land. The valuation of the land and buildings had been taken at
the insurance value. The only portion of the report which at first
sight might appear not at all satisfactory to shareholders, was the
fact that although they had made a substantial profit they did not
recommend the payment of a dividend. But it must be remembered
that the profit he had shown was not a cash profit. The £9,686 was
entirely in land and buildings, and not a trading profit in the
ordinary sense of the term, so that it could not be distributed.
Then, although upon the balance-sheet they had £10,000 on deposit,
the directors had since had to pay for additional plant, and erect
new workshops for building purposes, which bad taken a consider-
able amount. It would have considerably hampered the future
operations of the Company to have paid a dividend ; but the
directors were hoping that next year thev would be able to do so,
and that it would be the first of a very fong series of highly-satis-
factory dividends. It was important for this object that the public
should purchase motor-cars in the same way in which they were
purchasing in France, and he was glad to say that all signs pointed
at the present time to an excellent business in the future for the
Company. The chief enemy of the motor industry was a certain
section of the press. At first they had nothing too good or too
hopeful to say of them. They knew nothing about it, but from their
writings gave the public the idea that the motor-car was a sort of
thing that could be purchased for a small amount, cost nothing to
keep, and that they had only to press a button and the motor would
do all the rest. Since then many French and German carriage*,
many of them worn out before thev got to this country, had appeared
on our streets, and bad not been altogether a success, with the result
that a section of the press had turned right round and represented
the motorcar as a crude thing which ran for five miles and then
V 3
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[NovK«u)8a, 1897.
stopped and was at any time liable to explosion. However, a
great many people were having the cars, and he was pleased to say
that everyone who had been supplied had been entirely satisfied with
the result. With regard to their curs he could say positively that
there was absolutely no smell which reached the occupants, and no
vihration which would be noticed unless it were specially looked for,
while with the oxercise of ordinary care, such as had to be used
in regard to gas, an explosion was practically impossible. There
was absolutely no danger of the car running away ; for they had no
less than eight means of stopping it. and they could not very well
all fail. He, personally, had a car delivered on September 9th, and
up to the present he had driven it 1,029 miles. He had driven it
from John o'Groats house and came right through the centre of
Scotland, and not a single hill, up or down, had given him any
trouble whatever. In future the directors' fees would be some £200
less, because they had received a letter that morning from Mr. Harry
J. Lawson, stating that he found his time fully taken up with the
work of the British Motor Syndicate, and felt obliged to resign his
seat on this board, but he added that he should be happy always to
afford the Company any help in his power. The Chairman then
concluded by formally moving the adoption of the report aud
ac ounts.
Mr. Jambs A. Bbadbiiaw seconded the motion, and said he had put
his car to an exceedingly severe test, having taken seven passengers,
including luggage and a reserve of oil, from Coventry to Liverpool
at an average speed of 12 miles an hour, up hill and down dale. He
thought that spoke volumes for the possibilities of the Daimler motor.
The car was, as far as it was possible to judge at the present moment,
almost perfect.
After a short discussion, the motion was unanimously carried.
New Companies Registered.
[Under this heading we give a full list of new Companies regis-
tered which take power to make, deal, or become interested in
any manner in automotor vehicles.]
Capital.
Beoston Motor Co., Ld. £110,000
Blenheim Cycle Co., Ld. . . . . . . 100
Craven Cycle Co., Ld 2,000
Cyclists' Chalet Co., Ld. (Co iston, Somerset) .. .. 30,000
Davidson's Air-Car Construction Syndicate, Ld. . . 20,u00
Dunlop Motor Co., Ld. (14, Regent Street, W.) .. .. 25,000
Edward Foster tc Sons, Ld. (Halifax and Bradford) . . 50,000
Edwin Clark & Co., Ld. (Banscombe, Bodborough, Glouces-
tershire) . . . . . . . . . . . . . . 3,500
G. B. Blot & Co., Ld. (33 St. Swithin's Lane, E.C.) . . 75,000
Kodak Cycle Co., Ld 100
Licensed Tyre Synndieate, Ld. . . . . . . . . 10,000
Perambulator and Manufacturing Co., Ld. .. .. .. 10,000
Power and Traction, Ld. .. .. .. .. .. 10,000
Scottish Motor-Omnibus and Car Co., Ld. (66, 1 a Izoa Street,
Hamilton, N.B.) 5,000
Self-Generating Electric Vehicle Light Syndicate, Ld. (3 and
4, Crooked Lane, E.C.) 5,000
Shakespeare, Kirkland, 4 Frost, Ld. (274, Stratford Road,
Birmingham) .. .. .. .. .. .. 15,000
Starleys; Ld.(Aitken Chambers, Cannon Street, Birmingham) l,0i)0
Thames Rubber Co., LI. (14, Coventry Street, W.). . . . 35,000
AN AUTOMOBILE HOUSE.
M. Rknodibr, of Paris, sends us an account and a drawing of a
house on wheels, which owing to the pressure on our space we are
unable to reproduce, which hus been constructed by M. Jentaud, the
well-known French carriage-builder, and purchased by the former
gentleman. It was originally intended to have been entered for
Les Poids Lourds Competition, but could not be completed in time.
The carriage, which in some respects resembles a large railway
ouinibus, is divided into two be.lroonis — each containing two bed),
a dressing room, bath room and lavatory, a kitchen, aud sundry
cupboards. The various apartments are entered from a corridor on
the port or left-baud side of the carriage. The bedroom can be
transformed at will into a dining or day room. There are two
entrances, one on the side and the other at the rear end opening
into the kitchen. All the ro>ns are tastefully furnished and well
lighted by win lows with lifting- paues, as in ra.lway carriages. The
beds are 1'80 metre by 0'70 metre. The carriage is 7'70 metres long.
2'50 metres wide, and 240 metres high inside. The two bedrooms
arc each 2'0 metres by l-80 metre; and the kitchen, 1'50 metre by
2-40 metres. The water supply for the kitchen, &c., consists of a tank
which holds 200 litres. On the imperial are seats for 12 persona,
and space for their provisions and baggage for a run of 400 to 500 kilo-
metres. The carriage is supported by two wheels, and the fore end
rests upon the tail of the tractor, which is by De Dion et Bouton,
and is rated at 30 H. P., and which can carry water and fuel sufficient
for a run of 500 kilometres. This tractor can haul a load of eight
tons at a speed of 16 kilometres, and can easily take 10 per < ent.
gradients. The cost of fuel coke runs out at about 15 centimes per
kilometre.
WEIGHTS OF FRENCH LIGHT PETROLEUM
MOTORS.
1
Name of Maker.
Horse-
Revs
Weight.
Kilos.
power.
per iiiin.
i
Audibert et Lavirottc . . . . ;
3
70
i
6
—
180
8
—
300
10
—
350
Dalifol
3
—
300
U
1,600
35
Chastel et David ',
12
—
250
10
__
200
Landry et Beyroux. . . . . . !
5
400
160
10-12
400
180
Panhard et Levassor
4
700
75
a
700
180
8
700
160
12
700
250
» it ....
6-2
1,000
75
8
1,000
130
10-4
1,000
160
16
1,000
250
1
—
30
u
—
105
, ..
3
—
160
5
198
8
261
4
—
90
„ . .
5
—
110
6
—
135
John o'Oroat's to Land's End on a Motor Vehicle. — We
congratulate Mr. Henry Sturmey, of the Autocar, on the successful
completion of what we think is the longest continuous tour yet made
in the British Isles in an automotor vehicle. He started from John
o'Groat's House on the 2nd ult., and after travelling by easy stages,
varying from 36 to 86 miles per day, arrived at Land's End at
4.35 p.m. on the 13th ult., having accomplished the journey of
929 miles at an average speed of just under 10 miles per hour all
through, notwithstanding the fact that such elevations were crossed
as the Ord of Caithness, the Grampian Mountains, the Pass sf Killie-
krankie, Kirkstone Pass into Ambleside, and the extremely hilly
country between Exeter and Bodmin. Throughout the journey no
breakdowns occurred, and all roads were traversed without trouble
of any kind. Mr. Sturmey was accompanied by one servant, and
carried between 200 and 300 lbs. of baggage, including a sufficiency
of oil for the journey. The car used was of English manufacture,
having been built by the Daimler Motor Company, and was fitted
with a 4 H.P. motor propelled by benzolino. Part of the obje.-t of
the tour was to prove the capabilities of the new mode of conveyance
to surmount all hills which a capable bicyclist can master, and to
travel successfully and without failure upon any high road in the
kiugdom, and in this Mr. Sturmey claims to have succeeded. Mr.
Sturmey has since returned to Coventry, via Loudon, on his auto-
motor vehicle, which is none the worse for its long journey of over
1,500 miles.
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57
THE HEILMANN ELECTRIC LOCOMOTIVE.
The following are some particulars of the automotor which is being
tried with great success on the Western Kail way of France. The
net weight is about 124 tons, the locomotive proper weighing 75
and the tender 49 tons j the latter can carry 19'6 tons, or 4,386
gallons of water. In appearance the locomotive is massive, but
without being clumsy, it gives one the idea of concentrated energy.
The design is well worked out. In working order the total we'ght
of the engine, tender, coal water, Ac, is 200 tons. There are eight
pairs of wheels, each pair being driven by a 100 H.P. motor. These
motors receive current from two dynamos of 1,000 amperes at
469 volts, but this output can be easily increased. These electric
generators are mounted one at each end of verti. al engines, which
are divided in two groups, each with three cylinders working on
the compound system. These engines have been constructed by
Willans and Robinson, and with them there has been overcome one
of the difficulties experienced with the experimental engine, whereby
excessive vibration was set up ; the arrangement of the six cylinders
gives effective balancing. The motor gives off 1,400 H.P., and at
this power it can haul a train of not less than 588 tons weight at a
•peed of 37 miles per hour, or at a speed of 68 miles per hour it can
haul a train of 245 tons weight. The beating surface of the boiler
is slightly under 2,000 square feet, while the steam pressure is
. 200 lbs. The locomotive is 98 feet long over all. 9 feet wide ; the
chimney is 13 feet 9 inches above the rail level. Whether tl>e com-
paratively light permanent way adopted in France will stand such
heavy tra*c is, however, doubtful; our own opinion is, that before
the undoubted advantages of the Heilmann locomotive can be enjoyed
rails of much heavier section, closer spaced sleepers, Ac, must be
employed. The first public trial trip took place on the 12th and was
most successful. It may be mentioned that the famous Mcintosh
engine for the Caledonian Company, known as the Dunalistair, is
53 feet 4 inches long, including the tender, and weighs 86 tons.
The corridor train taken by her weighs 354 tons, so that the
Punalistair's performance, especially over Beattock, is almost as
good as the Heilmann.
AUTOMOBILISM AND THE FIRE BRIGADE OP
THE LARQEST CITY OF THE WORLD.
According to the report of the Fire Brigade Committee of the
London County Council for the year ending March 31st last, issued
a few days ago, the staff of the Brigade numbers 963. Firemen
employed on watch by day at the stations throughout London
number 140, and at the engine and escape stations by night 375,
making a total of 515 in every 24 hours. The authorised strength
of the Brigade includes 963 officers and men, comprising coachmen,'
pilots, and men under instruction ; 58 land fire engine stations,
3 sub-stations, 16 permanent street stations, with fire-extinguishing
and life-saving appliances, 204 fire-escape stations, 60 hose-cart
stations, 11 hose and ladder truck stations, 5 river stations, 8 steam
tugs, 13 barges, 9 carrying engines (4 being used as store barges),
9 steam fire engines on barges, 58 land steam fire engines, 66 6-inch
manual fire engines called "curricles," 35 miles of hose, 115 hose
carts and hose reels, 14 hose and ladder trucks, 7 horse tenders and
fire-escapes combined, 12 vans for carrying hose, coal, fire-escapes,
and stores, 4 wagons for street stations, 7 vehicles for use of officers
when inspecting stations, Ac, 226 fire escapes (inclusive of 11 small
fire-escapes kept at police stations), 5 long fire-ladders, and 9 vans
to carry the same, and 139 horses. The actual disbursements during
1896-7 on maintenance, including pensions, were £164,728, and on
capital £75,031 2*. Id.
Speaking generally, it must be said that most of this enormous
plant is antiquated and obsolete in design, and generally inefficient :
there is not a single steam motor which works at anything more
than 160 lbs. — a comparatively low pressure. There is not a single
electric pump. Flexible metal section hoses are things utterly
unknown to the Fire Brigade, as are water towers and other
improved means for dealing with fires. Lastly, there it not a tingle
automotor fire engine in the firtt city of the world. Can it be
wondered at that London fires are so frightfully destructive and so
cuslly ? Little or no improvement has been made in the plant of the
Fire Brigade since the days of the old Metropolitan Bourd of Works.
LECTURES ON PATENT LAW.
A vest important course of six lectures is now being delivered by
J. Fletcher Moulton, Esq., Q.C., on "Patent Law," under the
anspices of the Council of Legal Education, in the Middle Temple
Hall. The first lecture was delivered on Tuesday, November £nd.
at 7.46 p.m., and the lectures will be continued at the same hour on
subsequent Tuesdays. The following is a syllabus of the lectures : —
Lecture I. — Nature of Grant by Letters Patent. — Their Legal
Status prior "to Act of Monopolies.' — Effect of tliat Act. — Practice
and Procedure in the Sixteenth and Seventeenth Centuries. —
Modern Developments. — Legal Status of Letters Patent under
Existing Law.
Lecture II. — The Invention. — Difficulty of Definition of the vitord
"Invention." — Essential Characteristics of a Patentable Invention. —
Negative Canons Derivable from Judicial Decisions.— -Delimitation
of the Invention in the Specification. — Origin and Function of
Claims. — Their Interpretation. — Colourable Imitation.
Lecture III. — Conditions of Validity. — (1) Novelty : — Prior User.
— Secret User. — Experimental User. — Prior Publication. — Its
Sufficiency. — Conflicting Decisions. — Distinction between Public
Knowledge and Common Knowledge. — Publication by the Inventor
Himself.
Lecture IV. — Conditions of Validity {continued).— (2) Sufficiency
of Specification : — Double Duty of the Patentee. — Difficulties arising
therefrom. — Examples. — (3) Utility: — Origin and Nature of the
Condition. — Meaning of the Term in Patent Law. — Commercial
Utility. — (4) Conformity : — Origiu and Nature of the Condition. —
Fair Development.
Lecture V. — Procedure. — Mode of Obtaining the Grant.— Amend-
ment of Grant. — Revocation of Grant. — Bights and Remedies of
Patentee. — Rights and Remedies of Public — Action for1 Threats.—
CompulsoryLicences.
Lecture VT. — Defects of English Patent Law. — Foreign Systems.
— Relative Advantages. — Possible Improvements. — International
Rights.
The lectures will be open to all members of the Inns of Court free,
and to gentlemen non members on payment of a fee of one guinea
for the course. Tickets to be obtained at the office of the Council,
Lincoln's Inn Hall, W.O.
l**^***"*^^^**^**^********!***"
Automotor Vehicles in Berlin. — A society has just been started
in Berlin to promote the introduction of motor-cars on the Continent.
In discussing this enterprise, the Elektrotechnitche Zeitechrift brings
forward certain statistics to show that the electric car, with accumu-
lators, is not so very far behind the petroleum motor-car in weight
and speed, and that for certain purposes, such as for cabs and parcel
vans, the electric car has the advantage. A comparison is made
between a Daimler benzine car and an electric car made by
Kuhlstein. • Both t*iese cars are capable of carrying five persons. If
fire persons are taken as weighing 400 kilogrammes, the comparison
between the two cars is shown in the following table, using the
figures given by the manufacturers : —
Weight, fully loaded. .
Average speed per hour
Maximum speed per hour
Daimler.
1,550 kg.
12 miles.
15 '6 miles.
■ Kuhlstein.
2,000 kg.
8 *4 miles.
12 '8 miles.
The electric car contains 30 Correns cells, with a capacity of
250 ampere-hours. According to experiments by Correns, the
Lundell motor on this car required 35 amperes on good stone pave-
ment, 42 amperes on asphalt, and 60 amperes on the ordinary roads.
One charge is sufficient to run 42 miles. The battery weighs
750 kilogrammes, and gives, with an average discharge current of
46 amperes, 14 kilowatt-hours or 1 kilowatt hour per 53 kilogrammes
of battery. The London electric cab, carrying three persons, weighs
1,600 kilogrammes, and has an average speed of 9'6 milefe per hour.
Its horse-power, compared with Kuhlstein's car, is as 24 to 28, and
the weight of the batteries as 70 to 75. Since the London cabs run
41 miles with one charge, the product of weight x run is 72 mile-
tons, while with the Kulilstein car it is 84 mile-tons. Our German
contemporary concludes, from these figures, that Kuhlstein's car >s
9 per cent, better than the London cab in power developed per unit
weight of battery.
F 4
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THE AUTOMOTOR AND LTORSELESS VEHICLE JOURNAL. [Notbkbi*, 1897.
A FEW COPIES STILL LEFT.
THE AUTOMOTOR
AND
HORSELESS VEHICLE
Diitfj and Me Boo^
FOR
1897.
PRICE 6d.
POST FREE 7d.
CONTAINING :
Full Text of the Light Locomotives Act of last
Session, and all Regulations made in pur-
suance thereof.
Illustrations of Typical Carriages and Motors.
Valuable Formulae, Data, and Tables of infinite
service to all Users and Owners of Auto-
motor Vehicles, including:—
Hydrocarbons.
Properties of the Circle.
Temperature of Steam at High Pressures.
Strength and Weight of Various Materials.
Decimal Equivalents.
Practical Notes on Motor- Vehicle Tests.
List of the Leading French Manufacturers of Motor-
Carriages.
List of the Leading Limited Companies dealing, &c, in
Motor-Carriages.
List of Engineers, Carriage Builders, dec, taking up the
Motor Industry.
Results of Foreign Speed Trials.
Notes on Motive Power.
The Daimler Motor.
Working Rates, Size, Weight, &c, of Accumulators for
Traction Purposes.
Abel's Flash-Test Apparatus.
Ac., Ac, Ac.
ALSO
A Handy Diary (One Page to the Week) printed
on excellent paper.
It it simply indispensable to all interested in the subject,
and may be ordered of any newsvendor or bookseller,
price 6d., or direct /torn the publishers —
Messrs. F. KING A Co. (Limited),
62, ST. MARTIN'S LANE, LONDON, W.C.
NOT1C ES.
FREE BT POST 7eL
Contributions and article* likely to prove of interest to our readers
trill receive due attention, but in all cases the name and address of the
writer must be given, not necessarily for publication.
All matter intended for publication should reach us not later than
the 10th of each month, and be addressed to The Editoe OF " The
Automotoe and Hoksblbss Vbhicle Journal," 62, St. Martin's
Lane, London, W.C. Stamped envelope must be sent \f the manu-
script is required to be returned. The Journal is published the
middle of each month.
All Advertisements should be addressed to F. Kino and Co.,
Limited, 62, St. Martin's Lane, London, W.C, where Advertising
Bates map be had on application.
The Annual Subscription is 7s., including prepaid postage to any
part of the world. Single copy Id., post free.
Cheques and Post Office Orders should be made payable to F. Kliro
and Co., Lihitbd, and crossed London and County Bank; otherwise
no responsibility will be accepted.
Special Notice.
The Automotob and Horseless Vehicle Journal can be
obtained from all Messes. \V. H. Smith and Son's bookstalls, and
the following Agents : —
London : Pottle and Sons, 14 and 15, Royal Exchange, E.C.
Wholesale : Biibtt and Co., 5, Pilgrim Street, Ludgate
Hill, E.C.
Birmingham : J. MoOann, 37, Union Strec*.
Manchester : John Hbtwood, Deansgate.
Newcastle-on-Tjne : C. C. Rosa, 85, Side.
Paris : Homers Mobbau, 97, Rue Nollet.
Victoria (Australia) : Phillips, Ormondb, and Co., 169, Queen
Street, Melbourne.
When any difficulty is experienced in procuring the Journal from
local newsvendor*, intending subscribers can obtain each issue direct
from the Publishing Office, by forwarding remittance of 7s. for
12 months' subscription, post free (or at the rate of 7d. per copy).
COVERS FOR BINDING
VOLUME I
OF THB
AUTOMOTOR & HORSELESS VEHICLE JOURNAL
Price Is. Gd. ; Post Free, Is. M.
Can be obtained through the usual Agents, or direct from the
Publishers.
Most of the back numbers can still be obtained at 6d. per
copy, or 7d. per copy post free.
INDEX TO VOL. I
Is Published Free with the October Number.
The Price of Volume I, bound complete, has been raised to
•3E eVINEA NET.
Proprietors and Publisher*— F. KIKO & CO., LIMITED,
68, St. Martin's Lane, London, W.C.
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Notbmbeh, 1897.J THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
59
ORPORATION OF LEICESTER.
c
The SANITARY COMMITTEE of the Leicester Corporate
invite DESIGNS nnd TENDERS for MOTOR VEHICLES for
the collection of House Refuse.
The motive power, capacity, and all other particulars are to he
described in a full Specification, accompanied by Drawings, and
delivered at my office, addressed. to the " Chairman of the Sanitary
Committee," not later than MONDAY, January 31st, 1898.
The loaded wagons would have to ascend an incline of 1 in 20,
tnra in a limited space, back and tip over a beam about 14 inches
high by 12 inches in width, and when empty descend a road having
» gradient of 1 in 15.
The Committee do not bind themselves to accept any proposal,
and firms tendering must do so at their o»n cost, no fees being
allowed for the preparation of drawings, &o.
E. GEORGE MAWBE7, C.E.,
Borough Engineer and Surreyor.
Town Hall, Leicester,
4th November, 1897.
The Automotor and Horseless Vehicle
Journal.
1 RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
NOVEMBER 16th, 1897.
DIARY OF FORTHCOMING EVENTS.
Notices to be included under this heading should reach the
Office not later than the 12th of each month.
1897.
Nov. 19-27
Nov. 26
Dec. 13
1898.
Jan. ..
Jan. 11
Jan. 20-29
Feb. 3-12
Feb. 14
May 2, 9, 16, 1
May 24
June . .
Motor-Vehicles at the Stanley Show, Agricul-
tural Hall, London.
Opening Session of Self -Propelled Traffic Associa-
tion (Liverpool Centre). Address, with lantern
illustrations : " Self -Propelled Vehicles, ] 896-7,"
by Worby Beaumont, M.I.C.E., &c.
Motor-Car Club Annual Meet. Hotel Metropole,
London, 11 a.m. Drive to Sheen House Club,
Richmond Park. Returning at 4 p.m.
Yorkshire College Engineering Society — " The
Daimler Motor and its Application to Auto-
Cars" (illustrated), by J. Sidney Critchley
(Daimler Motor Co.).
Exhibition of Locomotion and Engineering, Rifle
Barracks, Belle Vue, Bradford.
Liverpool Cycle and Motor-Car Exhibition,
Liverpool.
Midland Cycle and Motor-Car Exhibition,
Bingley Hall, Birmingham. *
Sheffield Cycle, Motor-Car, and Accessories Exhi-
bition, Drill Hall, Sheffield.
Yorkshire College Engineering Society — '■ The
Steam Turbine Engine and its Applications,"
by John D. Bailie (C. A. Parsons and Co.,
Newcastle).
Society of Arts Cantor Lectures — " Electib Trac-
tion," by Prof. Cams Wilson.
Self - Propelled Traffic Association (Liverpool
Centre) Heavy Vehicle Trials.
Motor- Vehicle Exhibition, Paris. Automobile
Club of France. Sections — (o) Automotor
vehicles which have given proof of their
practical efficiency ; (6) Industries connected
with automobilism ; (c) Motors adapted for
automotors ; (rf) Vehicles adapted for auto-
motors.
1898.
July 5 . .
1899 ..
1900 ..
Race from Paris to Amsterdam, under the
auspices of the Automobile Club of France.
Race from Paris to St. Petersburg, under the
auspices of tne Automobile Club of France.
Paris International Exhibition — Great Display
of Automotor- Vehicles and Allied Tradej.
ANSWERS TO CORRESPONDENTS.
G. A. (Sheffield). — Copy sent as desired. We thank you for
jour expressions of appreciation.
J. G. (Carnoustie). — We have sent your letter on as desired.
For future guidance, however, you might note the postage
is %\d. The address is 13, Boulevard Malesherbes, Paris.
H. Evams (Worcester). — We thank you for returning the paper.
The address of Mr. J. S. Bickford is Camborne.
J. P. Hitchin (Rochdale). — A Company is in formation for
working the English patents, and will shortly be carried
through. A lorry upon this principle has already been
constructed in England, and the Company hold the patent
rights for Great Britain. The registered offices of the
Company are 7, Poultry, London, E.C.
W. B. B. (Hayward's Heath). — The only bath chair motor
attachment which we know is one supplied by the Britannia
Motor-Carriage Company, of Woodstock Road, Shepherd's
Bush. Mr. John Ward, of 246, Tottenham Court Road,
has, we believe, one on view at his premises. The motor
is electric. You might try New and Mayne, Woking.
A. A. C. (Bedford), R. C. F. (Gloucester), J. B. (Kenilworth),
J. E. (luvicta). — We regret it is impossible to supply you
with No. 1, Vol. I. The only form in which you can
procure it, we are afraid, is in a bound volume at one
guinea, which price is likely to increase. Practically all
the rest of the numbers cau be obtained at the ordinary
price.
J. E. F. J. W. (Llandudno). — You did not send your change of
address. Hence the reason of your not receiving the paper.
We are now forwarding back numbers as desired.
J. W. (Southend-on-Sea). — The address of M. Peugeot is
Mandeure, Doubs, France.
i****^***"***^****^*****^*******
The Self-Propelled Traffic Associa-
tion's Competitions.
Elsewhere in the present issue we publish the rules drawn up
by the Self -Propelled Traffic Association for the conduct of the
competition to be held next year in Liverpool. As will be seen,
considerable care has been taken in framing them so as to
not only secure the object that the Association has in view, but
also to give designers the widest possible latitude. In order to
ensure the former the judges will be selected from the Council
of the Association, and no difficulty should be experienced in
finding suitable men for this purpose. Inasmuch as the
S.P.T.A. was largely, we had almost said entirely, formed to
develop motor traffic in goods on commercial lines between large
towns, the nature of the problem to be solved is not altogether
the same as that which existed iu 7 As Engineer and Les Poids
Lourds Competition. In these a more catholic idea was sought
to be achieved. In the S.P.T.A. the problem is more definite.
The loads to be carried, the work the vehicles will have to do,
the routes to be traversed, are all known, and hence judges
conversant with the Liverpool and Manchester trade Will no
doubt be able to make a more suitable choice — that is for their
own local conditions. In the district named much produce is
carted to and from the docks in large "floats." These are
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Novmcmb, 1897.
easily laden, the " lift " being not more than a foot or bo.
The cotton, Jaggary, hides, &c, are usually carted away on
four-wheeled open-sided wagons, whose platform is about 3 feet
C inches or 4 feet from the ground. We mention these things
as being possibly serviceable hints to intending competitors.
Indeed, we should strongly recommend the latter to study the
local conditions on the spot, because it is certain, as can be
gathered from the rules, that the competition will be a drastic
one. The Liverpool merchants are qnite prepared to p'ace a
large order with the maker of a vehicle that meets their views,
but they won't spend sixpence on an experiment ; and com-
petitors will do well to remember that a motor- vehicle which
might suit London traffic might not be acceptable in Liverpool.
As will be seen, money prizes will be offered,- but we do not
think this an inducement. The problem, although, as we say,
a definite one, is yet a difficult one. The desired motor-van
is to have a net carrying capacity of 10 tons, a platform area
of 110 square feet, and a mean speed of four miles per hour.
It must also of necessity comply with the Locomotives on
Highways Act, that is, its weight must not exceed (tare) three
tons. If one runs out the salient features of a design (as we
have), it will be seen that in order to get within the Act a
very special design is called for. It was, we think, the diffi-
culty of complying with the conditions laid down by The
Engineer and the Act of Parliament that rendered the com-
petition of our contemporary so nugatory. One cannot study
the Locomotives on Highways Act without concluding that
it appears to have been drawn with the evident intention of
delaying the introduction of heavy automotor vehicles as long
as possible. It is well known that both in the Lords and
Commons there was an influential opposition to the measure,
and this had to be so far placated as to render the Act partially
inoperative by this limit of three tons, and also by insisting
upon a low speed. We are not at all sure that the S.P.T.A.
will not be well advised if it directs its epergies towards
obtaining an amendment to the Act in the next Parliament.
When we remember, too, that in and around Liverpool
the gradients are often such that ample motive and braking
power are absolutely essential, it will be realised that the
- problem is, as we say, a most difficult one. One of the conditions
that we do not quite see the reason of, is that the mechanism shall
be belowthe platform. Considering that the loading brows in the
docks are not more than 2 feet 6 inches or 3 feet high, and that
the platform must hardly be higher than this, we think this
condition unnecessary. It will be noticed, too, that while the
length of the vehicle is determined it is permissible to make it
articulated, that is, it can consist of a long " float," the forepart
of which rests on a motor-vehicle. We do not think this design
will commend itself owing to the additional weight involved in
the extra pair of wheels.
We have not the slightest doubt that both the conditions of
the S.P.T.A. competition and the Act of Parliament can be
amply fulfilled. What we do hesitate about is, whether there
will be a sufficiency of competitors. One might produce a
successful vehicle, but it might fail in some minor point, and
even a prize or certificate of merit, would not compensate the
manufacturers fcr time and materials expended. There is,
however, no doubt that the S.P.T.A. is making every effort to
solve the problem of heavy automobilism, and we sincerely
trust that it will be successful.
In conclusion, we would point out that the subject of
automotor vehicles capable of carrying loads of 5-10 tons has
now been before the engineering community for twelve months.
Ample time has been afforded for the elaboration of designs,
and we would ask English engineers — Is this problem of heavy
automobilism to be solved on this side of the channel, or will
it be left for the highly-trained and technically-educated
French or German engineers to show us how it's done I
OUR IDEA ENTIRELY.
«^^^^^^^^^^^^^^^^^
. Owino to the pressure on our space this month we are obliged
to hold over much important matter relating to the proceedings
of the engineering societies dealing with automobilism. — Ed.
In the July number of the Automotor, on p. 415, we pro-
pounded, in an article entitled " The Automotor Industry, and
How to Foster It," the idea of establishing an exchange. We
wrote :— " We propose that in London and the large provincial
cities, such as Liverpool, Glasgow, Manchester, Birmingham, &c.,
there should be formed Automotor Exchanges — that is, manu-
facturers and designers of automotors should form a parent
Association, with branches in these towns. At each branch
there would be a depot, with examples of each type of motor.
A would-be purchaser would thus be able to inspect the whole
industry at a glance, and obtain the fullest technical informa-
tion. Trials could be arranged, and purchases effected with
the least trouble, and with the best possible guarantee that
the purchaser had obtained what he required. A trial might
well be made of this idea in London to start with. It is, of
course, not intended to have anything in the nature of, or
savouring of, an ' Exhibition.' Our idea is that of a purely
business Exchange, where one could see samples of motors and
obtain quotations exactly in the same way as one can go into
the Corn or Wool Exchange and obtain samples and prices' of
these articles."
We, of course, are only too pleased that our contemporaries
should adopt this idea, but, without wishing to claim any credit
for it as a brilliant inspiration, we think that inasmuch as such
Exchanges as we mentioned will undoubtedly be established,
and as a matter of historical accuracy for the guidance of future
writers on the history of automobilism, not to mention such
minor considerations as journalistic etiquette, it should be
clearly understood that .the idea in question was first pro-
mulgated by this journal. We mention this because we see
La Locomotion Automobile lays claim to the inception of the
idea, and the Autocar, in its issue of October 16th, says with
charming nal'vet6 : — "Our contemporary, the Locomotion Auto-
mobile, has suggested that the difficulty could be overcome by
establishing a permanent exhibition of autocars, and of industries
attaching thereto. Such a show has become so indispensable
that one wonders why it was not thought of before." Beally '.
It has been thought of before.
STABLE FIRES.
»
One of the many evils attending the housing and accommodation
of horses is that the risk of fire is always present, and canuot
well be eliminated. As the number of horses is increased, so
does the risk of fire become greater, and the Fire Insurance
Companies regard stables with well-founded dislike. In London
where space is so costly, it has become the practice to house the
horses in flats, and when it is considered what a large amount
of dry hay and straw is required to feed even a moderate stable
of 60 horses, and how this dry aud easily -ignited material is
scattered about, it will be seen that the risk is a serious one.
That it is so is from time to time demonstrated by the fires
which take place in connection with stables. Quite recently
the well-known carriers, Messrs. Carter, Paterson, and Co., had
their stables in the Goswell Road burnt out. Fortunately,
owing to the prompt assistance of the Fire Brigade, nearly all
the horses were saved, but the damage done to plant, goods, &c,
was very great. The firm in question had a very complete and
well-arranged block of stables, and it is difficult to account
for the fire, unless it be attributed to carelessness or malice.
Inasmuch, however, as some explanation had to be given, it
occurred to certain scribes to attribute it to the motor-car.
The chain of reasoning by which this conclusion is reached is
not very strong, but it will serve the purpose of those news-
papers which — sticklers for the old order — seek to discredit
automobilism. It seems that Messrs. Carter, Paterson, and Co.
use motor-vehicles for their business, and hence what more likely
than that these new-fangled things caught fire or exploded ?
As David might say to Acres, " I suppose there ain't been so
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61
merciless a beast in tlie world as your loaded — motoir." < At any
rate this is the idea that not a few writers on the Press —
whether from knowledge, which we doubt, or silly prejudice,
which we think — entertain. Thus the Globe in an inconse-
quential paragraph said : —
" The pros and cous of motor-car versus horse continue to
oscillate with nicety, and a large con was registered yesterday
when a conflagration broke out in Messrs. Carter, Patersons
depdt through, it is believed, an explosion of stored gas for
the Company's motor-cars. It is true that your motor-car needs
no oata ; but, on the other hand, your horse never spoutaneou&ly
combust* himself and his surroundings. If the horses which
were rescued with difficulty from' yesterdav's fire could have
given their opinions of motor-cars, we might have obtained
something more interesting than printable."
On seeing this we immediately communicated with the firm
in question, and these gentlemen informed us that there was
absolutely no evidence to connect the fire with the motor-
vehicles. It is easy to see that the writer of the above precious
paragraph knows nothing whatever of motor-vehicles or he
would not talk about " an explosion of stored gas." If he and
others after his kind would store their brains with a few
elementary facts of engineering science they would do their
papers more credit and their profession also. The ignorance of
a large section of the daily Press on this and similar subjects is
truly pitiable. However, here is another lie exposed.
RACING ON ROADS AND HIGH SPEED
ON ROADS.
Thk National Cyclists' Uniou has at length, we are glad to say,
prohibited road racing or pacing, and the reason is that such
locomotion may be dangerous to the public. No sane person
will, we think, dispute or deny this danger, and, for our part,
we think that all persons who " scorch " on any kind of vehicle,
and who thereby lessen the safety of the public to any degree
whatever, ought to be severely punished ; much more severely,
in fact, than has been customary. While saying this it must be
distinctly understood that driving a vehicle other than an
automotor-vehicle at a high speed is not per te unlawful, it is
only so when danger to the public is caused, or is likely to
result. This view of the law was recently laid down by the
Lord Sheriff Brown in the Aberdeen Court (vide Automotor
for October). The learned Judge said : — '' If a bicycle was a
carriage, and so declared by statute, the prosecutor had never
yet succeeded in obtaining a conviction against a driver of a
carriage for furious driving, except on proof that in point of fact
danger to the public had emerged."
So far as cycles and horse-drawn vehicles are concerned, high
speeds may be lawfully indulged in within this limitation. It
is, however, because cyclists have shown such a disregard for the
rights of pedestrians that they have now to take united action
against those of their own body who would use the road for
racing purposes. Racing is an unlawful act, as the highway
is not, and never has been, recognised as a racing track. It
is very necessary that all who use the road in any way, and
especially those who administer the law as to vehicles and
highways, should have clear ideas on the subject. At present
convictions for furious driving are based not upon whether
there was or was not danger to the public, but upon the evidence
of some illiterate policeman and the personal predilection of
some magistrate, who in too many cases is a distinctly preju-
diced party. Police evidence is naturally and of necessity
biassed. We must remember that the policeman is keenly and
personally interested in obtaining a list of convictions with as
little personal risk to himself as possible, because the more
convictions he obtains the quicker his promotion. It is to his
manifest interest to secure a conviction, and cyclists afford an
easy and grateful prey.
British law is rarely logical, and the term " furious driving "
well exemplifies this. It is not the actual velocity of a mass
which does harm, but it is the amount of kinetic energy
contained in it which determines the results. A swallow,
weighing a few ounces, will fly at a speed of 30 miles per hour
against the glass of a lighthouse, and the kinetic energy it
develops, while harmless to the glass, is taken up by the bird
with the result that it fractures its' limbs. A cycle and its
rider, weighing 180 lbs. and travelling at 12 miles per hour, will
develop 765 foot lbs. of energy. This is, of course, more than
sufficient to capsize any pedestrian, but if instead of a human
body, it is a wall with which the cyclist collides, the chances are
that he will be maimed for life and his machine will be past
repair. It is a very common sight to see in London a van drawn
by a pair of fresh horses being driven at a rate of eight or nine
miles per hour, but it is very uucooimon to see proceedings taken
against the drivers. The weight of the van (empty) and horses
will be certainly not less than 3$ tons and at 8 miles the kinetic
energy will be 16,660 foot lbs., yet a motor-van, weighing
(empty) 26 cwt, would have to go at a speed of over 13 miles
per hour to develop this amount of kinetic energy. Notwith-
standing that the motor-van could be stopped in one-fourth to
one-third of the distance that the horse-drawn van could be, and
could be manoeuvred so much more easily, the intelligent police-
man and the sapient magistrate would undoubtedly convict the
driver of the motor of "furious driving," utterly oblivious of
the fact that it could not possibly do more damage than a van
weighing nearly three times a* much, but only going about two-
thirds the speed. It is this failure to recognise the science and
the law of the thing which makes many of these prosecutions
for furious driving so unjust, not to say ridiculous. . Defendants
in these cases would do well to consider this view of the question.
It, of course, may be urged that it is easier to get out of the way
of a heavy brewer's dray than it is to get out of the. way of a
"scorching" cyclist. It is ; bat the mere fact that it is necessary
to get out of the tatter's way establishes " furious driving " on
his part and the law provides for this.
O. H. L.
MMMWMMWMWMMMIMW
THE THAMES STEAMBOAT SERVICE.
As will be seen from a report that we publish elsewhere, there
is every likelihood that the great problem of the congestion of
the streets of London will be partially solved by the establish-
ment of an efficient service of river automotors. That London
in this particular mutter should be so far behind other capital
cities is to many people inexplicable, but if we remember that
for many centuries the banks of the river, say, from Westminster
to Blackwall, have been occupied by private dwners, and that
access to the river can even now only be obtained at certain
points, and that by traversing dark and devious passages non
always free from danger, the gradual diminution of the popu-
larity of the river as a means of passenger transport is easily
accounted for. Take, for instance, the approaches to Wapping
Stairs or Cherry Gardens Pier. No one having valuables upon
them would care to seek out these piers after dark. A9 will
be seen, the first step is to acquire the piers, at present owned
by the Thames Conservancy ; and if the Council succeeds in
this the next thing will be to sell them attain to the " knacker."
These piers are, for the most part, "dummy" lighters, with
no proper accommodation or protection against the weather,
they are all very old, rickety things, not worth repairing or
reconstructing, and tit only for "scrap." Larger and more
commodious pontoon piers, with glazed and warmed waiting-
rooms, should be built ; these should be moored at more con-
venient stations tlian are the present ones. The approaches
to the piers should be wide and well lighted, and the connect-
ing bridges should be covered in and glazed. As regards
the vessels, considering that the Council will eventually acquire
them, as they have the trams, there will be no excuse for not
providing much better boats than those in use at present.
These vessels are utterly obsolete in every way. Their design
is wretched, and their accommodation as bad as can be ; there
is no efficient subdivision, and no adequate protection for
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Noybmubb, 1897.
buoyancy. In fact, there has been little or no substantial
improvement in these river vessels ever since the "Princess Alice "
disaster. The Council will, we trust, insist upon the Company
that proposes to work the traffic complying with a pretty tight
specification as regards hull, machinery, &c. A mean speed of
not less than 15 knots should be insisted upon. The machinery
should consist of oil-fired water-tube boilers supplying steam
to horizontal three-stage compound engines driving dynamos
which, by means of electro motors, would drive the twin
screws ; or perhaps a better arrangement would be to use
Parsons's turbines ; the object in each case being to get all
the machinery below the main-deck, and to have absolutely
no vibration. The modern but obsolete torpedo-catcher engine-
room practice should be avoided. As regards the design on
deck, this should be a radical departure from the existing
open-deck arrangement. American river boat practice might
be to a certain extent followed.
Lastly, but of equal importance, is the question of personnel.
The boats must be properly manned ; the public will not trust
themselves to rough, uncouth, uncertificated watermen ; at
least, no one cares to do so. The Council should iusist that
all the mates and masters should at least have home trade
certificates, while the engineers should be required to hold, at
any rate, a second's ticket. We have thrown out these few
suggestions as the result of our own experience with vessels in
various parts of the world, and in the hope that they may
serve to guide those concerned, and of others desirous, as we
are, of seeing the Thames become the favourite route. We
congratulate the Rivers Committee and the Council on their
efforts so far, and we feel assured that the ratepayers will
cheerfully lend their aid to further this scheme of municipal
and nautical automobilism.
O. H. L.
Curious Collision between Motor Vehicles. — Tn the afternoon
of October 18th a curious accident occurred in Charing Cross Road.
A motor-van, belonging to a parcels delivery company, was crossing
from Shaftesbury Avenue in the direction of tlic Palace Theatre,
when two omnibuses drove across in front of the van. the drivers
making disparaging remarks to the motor man. Behind the omnibuses
was a second motor-Tan, belonging to a patent medicine company,
and the driver of the first motor vehicle, turning, it is said, to answer
the omnibus drivers, did not see the second motor, with which his own
came into collision. Tne wheels of the two became locked and
remained so for some time, the crowd laughing, and cabmen and
omnibus drivers jeering. One of the motors could not start again
for ten minutes, and when it did move (with the aid of boys pushing)
the crowd cheered lustily. Beyond the damage to the paint the
motors seemed to be none the worse for the accident. It is to be
regretted that steps are not taken by the owners of motor vehicles to
check the vulgar and offensive abuse of omnibus and cab drivers.
The Police Regulations are quite clear as to the offence in question.
A New Motor-Car and Cyole Club. — Mr. Howard Fenney, a
director of Messrs. Hearl and Tonks, is about to establish a club in
Birmingham, where those interested in automobilism can meet. The
building is a new one, and is rapidly approaching completion ; the
cost is said to be £12,000, which has been found entirely by Mr.
Fenney. When finished, it is intended to let the building, furnished
complete, to a limited liability club, at an annual rental to be fixed
by an independent valuer. The accommodation will be of the very
best, and will comprise in the basement a show-room, where cases
containing samples of the goods manufactured by each member may be
on view, as also stalls for the sale of all the chief cycle and trade
newspapers. The ground floor will be formed into a kind of cycle
exchange, where members may meet their customers and transact
business, discuss the market quotations, and effect "deals" in cycle
shares, &c. Further ahead will be reading, writing, smoking, and
general reception rooms, as also a large dining-room, where meals can
he obtained at any time of the day. Then, of course, there will be
the necessary recreation and billiard rooms, all furnished in the most
luxurious style. It is intended to conduct the club on the soundest
lines, the membership being limited to principals only, and already
a number of the most influential gentlemen connected with the trade
have promised to take an active part in the management.
HALSTEAD AND HORSBURQH'S FRICTION
CLUTCH.
Fob those automotor vehicles in which oil-motors are employed, a
clutch which permits of rapid engagement and disengagement without
shock is an essential fitting. As is well-known, oil-motors have to be
run at practically a constant speed, and any variation in the speed
is best effected by means of a good clutch which enables the var ous
gears to be quietlr thrown in and out of gear. The accompanying
illustrations show the clutch invented and manufactured by Messrs.
Halstead and Horsburgh. It consists of a split ring which, by means
of two right and left-handed screws and toggle levers, can be
expanded so as to grip the internal periphery of a shell pulley.
As will be seen, provision is made for adjusting two of the nuts
with which the screws engage, so that the effects of wear may he
readily compensated for. When correctly adjusted the toggle levers
assume the position shown in the sectional view when the clutch is
in gear, thus relieving the brasses or starting levers of any pressure,
and rendering the clutch self -locking. A further advantage is that
the clutch, being perfectly symmetrical, is naturally balanced, and
can therefore be used at the highest speeds.
Messrs. Halstead and Horsburgh claim the following advantages
for this clutch : — It. transmits more power than any other friction
clutch of equal diameter. There are no parts Liable to get out of
order or lock ; and any required adjustment may be made whilst
engine is running ; all parts are interchangeable. It is also self-
locking when in gear, and there is no end thrust on brasses or
starting levers ; it also works vertically or horizontally.
pjyXA^WWWVW*lf%1l*l*l*
Thk Automotor and Horseless Vehicle Journal Djart
contains over 100 pages of information. Price 6d. ; post free,
7rf., of Messrs. F. King and Co., 62, St. Martin's Lane, London,
W.C. See it for all the leading types of Motor-Carriages.
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Novbmbbb, 1897.] THE AUTOMOTOB AND HORSELESS VEHICLE JOURNAL.
63
NOTES OF THE MONTH.
A cycle, motor-car, and accessories exhibition will be held
at the Sheffield Drill Hall, from February 3rd to February 12th,
1898.
The Kensington Vestry is going to try an automotor vehicle
instead of horses, to see if there will be any saving to the
ratepayers.
With duo appreciation of the fitness of things, the members
of the Hammersmith Vestry, on the occasion of the recent
inauguration of their New Central Electric Light Station, drove
to the scene of the function in elect ric cabs.
The De Dion Tricycle which the Hon. (J. S. Rolls recently
acquired is, we understand, turning out a great success. It is
particularly suitable for racing, Mr. Rolls having recently
paced a cycling friend for 100 miles, which was accomplished
in 5 hours 4h miuute?.
»
There will again be a gathering of motor-cars during the
Stanley Show this month at the Agricultural Hall. They will
be on view in the King Edward's Hall, the exhibiting firms
being H umber and Co., Daimler Motor Company, and the Great
Horseless Carriage Company.
The Dunlop Company have decided to embark upon the
manufacture of motor-vehicles, and have recently started a
subsidiary company with a capital of £25,003 for tbis purpose.
Mr. A. Herschmann is their chief draughtsman, and their works
will be situated at Bournbrook, near Birmingham.
We bear that it is proposed to establish a service of motor-
vehicles from Lincoln to Brigg and back, a distance of 42 miles,
»nd passing uo less than 29 villages en route. We should think
that the scheme has every promise of success in it. Mr. E.
Daubney, cf 9, Chaplin Street, Lincoln, is the Secretary pro tern.
We regret to chronicle the death of Mr. W. Arnold, of the
firm of Messrs. Arnold and Sons, engineers, of East Peckham,
at the age of 78 years. The deceased gentleman had devoted
much time aud thought to automobilism, and was the inventor
of the very successful type of motor-vehicle which bears his name.
The G.P.O. Authorities are using an electric motor van for
the conveyance of mails, parcels, &c, between St. Martin's-le-
Grand and Victoria. It makes live journeys per day. So far
it has proved itself to be a distinct success in every way, and
we hear that the G.P.O. contemplates the use of such vans in
the larger provincial cities.
No less than 400 patents have been granted for acetylene gas ;
aud 12 companies, having over half a million of capital, have
been formed, and yet only one factory is producing calcium of
carbide. Although there are 16 works elsewhere, several of
them are on a small scale, and the production is due to the
inflated price obtained for the carbide. The only British factory
is at Foyers, N.B.
»
Animal*' Friend, in speaking of the automotor, says: —
" Patronise the motor-cab and car. It will abolish the tired
and broken-down horse from the street and highway, the public
thoroughfares will be more sanitary, aud there will be no more
equine suffering in the wet and cold of wintry nights when
masters and mistresses are pleasuring." Our humane con-
temporary adds that*" the horrors of the midnight cab rank
have yet to be told."
The Yorkshire Motor-Car Company, of Albert Buildings,
Bradford, has arranged for an exhibition of motor-cars,
motor-wagons, motor-cycles, accessories, &c, to be held during
December or January, at the Rifle Barracks, Belle Vue,
Bradford. Mr. J. E. Tuke, with his usual energy, is the
moving spirit in this exhibition, which we wish every success.
The Company over which this gentleman presides is thoroughly
up-to-date, and prepared to supply all the best forms of motor-
cars and tricycles at moderate prices, ranging from £76 upwards.
At the latter figure the price list includes a vehicle capable of
running 100 miles at the stupendous cost of 1». for fuel !
On the 25th of last month the Scottish Motor, Omnibus, and
Car Company (Limited) started the running of motor-cars
between Hamilton and Larkhall and Hamilton and Blantyre ;
a service for Hamilton, Bothwell, and Uddingston being also
started on the 26th. The cars run every hour, at moderate
rates. They are elegant and light, and are seated for six
outside, with accommodation for one or two more beside the
driver. From reports to hand they are being well patronised,
numerous groups watching their departure and arrival. The
crowd of would-be riders increases every day, and is far beyond
the power of the Company to cope with. No doubt by next
year arrangements will be made to increase the number of
motor-cars upon the route.
The Lord Mayor's Show was characterised by the presence
of a couple of vehicles — the one representing the uncomfortable
lumbering, gaudy, stuffy, jerky, and dilatory stage coach, and
the other a motor-vehicle which was capable of carrying more
for a greater distance at a higher speed, and with less cost, and
with greater care, safety, and comfort than any stage coach
ever built. It is, of course, too much to expect that the next
Lord Mayor will discard that awfully hideous, lumbering
vehicle, called the State carriage, but as the schoolmaster con-
tinues to make his influence felt in the coming generation we
hope the time is not far distant when carriages in all State
processions will be propelled by mechanical means, and that in
future Lord Mayors' processions the present State carriage will
be exhibited as an example of the kind of State vehicle in use in
the unenlightend period of the nineteenth century. However,
we must not be ungrateful for the recognition that has been
bestowed upon automobilism by the city fathers.
The We&m'.Mler Gazette is remarkable for two things — an
unreasoning and silly dislike of the Right Hon. Mr. Joseph
Chamberlain, the Colonial Secretary, and motor-vehicles. We
could understand such an attitude on the part of a professed
Tory organ, but it seems just a trifle inconsistent to see a
so-called " Liberal " journal adopting it. In a note in a recent
number the Westminster Gazette says.: — " If the arrival of the
motor-car and the increase of the cyclists in crowded streets
has given the Commissioner of Police in London some anxious
moments, the state of the traffic in Paris would ))e enough to
break down Sir Edward Bradford altogether. There the
motor-car is daily responsible for a growing list of accidents,
for the Paris cocker is not at the best a careful driver compared
with our London cabby, and wheu his animal sees one of the
monstrous motor- vans bearing down on it, with a noise like a
siren, and in a cloud of smoke, its rickety form is galvanised
into a wild desire to get into the nearest place of refuge, which
may happen to be a shop window or the side of a house. Such
pranks are extremely disconcerting, not to say alarming, for the
man in the street. The Englishman in Paris who has learnt
the terrors of the street will be glad to hear, for the sake of his
less experienced fellow-travellers, that the Municipal Council has
determined to make inquiries into the question of unrestricted
motor-car traffic."
— «
We arc absolutely certain that the arrival of the motor-car
has not in the slightest degree caused the C'h'ef Commissioner
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to have any " anxious momenta." Indeed, the suggestion is so
childish that it needs no refutation. What, may we ask, is a
" monstrous motor-van " 1 Does this refer to size or to some
immoral trait in its character ? Were the Westminster Gazette
even tolerably well informed, it would know that the size of
motor-vans is strictly regulated by the Police in Paris, and
nothing monstrous is permitted ; hence a motor-van that made
a " noise like a siren " and in a " cloud of smoke," would be
promptly seized and the driver rather heavily fined. We might
enlarge upon the matter, but our time and space are too valuable
to be unduly occupied in refuting every absurd and mendacious
statement concerning motor-vehicles that appears in a section of
the London Press.
The Paris correspondent of the Morning Advertiser writes : —
" If M. Paul Mayan's public statements respecting the almost
stationary condition of the automobile car industry here are
based upon sound information, the reason for the slow produc-
tion of those vehicles in France must be sought in the paucity
of workmen possessing the requisite mechanical skill. M.
Mayan says that the builders have provided themselves with
the factories and the necessary machinery, but that a year or
two must elapse before the technical training has been dissemi-
nated among French artisans to an extent empowering the
manufacturers here to meet the active demand for motor-
carriages. The French artisan, nevertheless, has been the first
in the field, and was engaged in the construction of motor-cars
Jong before the latter were seen in England. A more probable
explanation would seem to be that while the French workman
is perfectly competent and ready for the work, the French
manufacturers themselves are not altogether satisfied with the
types of the motor-car yet evolved, and are holding back. An
instance of the ingenuity with which this idea of the auto-
mobile has been elaborated by the Paris designers and makers
has just been furnished by a firm in the Avenue Victor Hugo.
The finishing touches are being put in the workshop there to
an auto-mobile cottage. The movable habitation thus con-
structed contains two bedrooms, a dining-room, a bath-room,
and a kitchen, with a balcony on the first floor."
Our contemporary, the Graphic, has shown a commendable
enterprise in obtaining an electric cab for the use of its staff.
Instead of its reporters having to rush hither and thither in
noisy and dangerous " hansoms," they now proceed on their
business in the swift and secure automotor. Needless to
say, the appearance of this cab in Fleet Street has evoked
feelings of the most, intense jealousy among the journalists. It
has been said — we know not with what truth— that since the
acquisition of this cab, the Graphic men refuse to recognise
common journalists who ride in vulgar hansoms. While counsel-
ling humility to the scribes of our' contemporary, we would
suggest that other newspapers might also purchase automotors,
and thus remove any chance for what the servant girls call
" stuckupness."' As regards the performances of the new
vehicle, the Graphic men speak highly of it. One man writes :
" I had the advantage of a long trial of the new vehicle on the
occasion to which I refer, and I had experience of its capabilities
iu crowded thoroughfares, in open roadways, up hill and down
dale, and I must say that I was perfectly surprised with the
result. The driver seemed to have the most perfect control
over his vehicle ; the ease with which it" could be turned, and
the small space it could turn in, the' way in which its pace could
be moderated, and the quickness with which it could be brought
to a full stop, was in the highest degree commendable. One
of the drawbacks — which I am told, in time, will be got rid
of — is the burr of the machinery. Another is that a different
bell should be provided ; the present bell is too much like
that of the cycle, and when foot-passengers turn round expecting
to see a bike and find instead a horseless cab they are naturally
somewhat startled. When these two defects have been reme-
died, one will be able to thoroughly enjoy the ease and the
gondola-like uiovemeut of the new invention, which ought to
achieve a tremeudous success."
CONTINENTAL NOTES.
Thk De Dion firm has started a line of trackr omnibuses between
Melun and Meaux.
4
A Company is being formed to take ovir the business of M. Dels-
have, the well-known automotor manufacturer. The capital will be
6,000,0 0 francs.
t
An association of automobilists for Central Europe has been
formed at Berlin, and it rejoices in the name of Mitteleuropaischer
VI otorwagen- Verein.
«
Tbk municipality of Bordeaux has decided to establish lines of
automotor-omnibuBes. The Loudon County Council does not know
what these tilings are — apparently.
Thk Self-Propelled Traffic Association has become affiliated with
the Automobile Club of Paris, and membership of the one carries
honorary membership of the other.
Hkbb Thibx, a Berlin electrician, has built an electric drosky,
which will go 42 milt-s, on one charge, at a speed of 13 miles an hour.
The accumulators are of the Current type.
It is said that an English firm has taken premises at Futeaux for
the manufacture of electrio automobiles, capable of going 120 miles
without recharging. We should like to see that cell. By the way,
Puteaux has been christened by Les Sports Automobilapolis.
Since the French Government has decided to tax motor-vebices
on the pretence that they are articles of luxury, why, it is asked,
should not yachts be taxed ? The answer is simple, the Krem-h
Government is extremely desirous of doing all it can to increase il s
naval strength, and . actually gives bounties to shipbuilders and
shipowners.
♦
Tub French military authorities have recently put the " Scotte "
tractors through some very severe trials in hauling baggage, wagons,
cannons, &c. The experiences have been most satisfactory ; the
military min are loud in their praises of this new adjunct to warlike
operations, and it is certain that automotor vehicles will ere long
fonn an indispensable part of the equipment of every modern army.
Lbs Poms Loubds. — After a somewhat lengthy delay the com-
mission appointed by the Automobile Club to conduct' Les Foids
Lourds trials has issued its report. The report is a compendious
volume of 55 pages, and it conla ns a large amount of useful matter.
We shall deal fully with it in our next issue. M. le Comte de
Chasseloup-Laubat is to read a paper on the trials at one of the
meetings of the Society des Ingenieurs Civils.
It will be remembered that on the occasion of the Paris-Dieppe
race the special train broke down, and the intention was expressed of
claiming an indemnity. That there was a good cause for action is
apparent when it is remembered that the special train arrived after
the race had been run, and thereby defeating the very object for
which the " special " was chartered. The indemnity agreed upon
was 10,000 francs, which has been paid to the Automobile Club.
M. Micbbi.ix has furnished some particulars to La Genie Civile
ns to the cost of running a steam brake, using coke as fuel and carry-
ing six pers ns. The weight of the brake is 2,050 kilos. = 4,510 lbs.
tare. It has journeyed over 7,700 kilometres, or 4,774 miles, and
the cost works out "at -for coke, -0616 franc per kilometre, oil for
lubrication, 'OiVi franc per kilometre, and total cost of running,
lUliS Iranc per kilometre. The mean speed was lli kilometres, or
S/6 miles per hour. The repairs are put at 50 francs per month.
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Alhxandhia, which was the home of a high civilisation when
London was an uncouth collection of mud huts, and which boasted
of fleets and libraries when British naval architecture was represented
by coracles made of wattles sheathed with skins, still maintains its
ancient reputation. It has a modern and fully equipped electric
tramway system. London is content with a wretched system of
horse-drawn tramcars. We would suggest that a deputation of
members of the London County Council should visit the ancient
seaport of the Pharaohs and sec how it's done.
Mb. Pennington is, perhaps, hardly sufficiently appreciated on
this side, but in France ne has at any rate succeeded in arousing
the enthusiasm of Let Sportt, which paper thus pours itself out : —
"Pennington the great, the illustrious Pennington, he who has
invented the war automobile," and so on, and so on. Lee Sportt
then goes into raptures about the magnificent apartment which this
distinguished gentleman occupies at the Grand Hotel, and loses
itself over the contemplation of the boxes of cigars and the bottles
of champagne produced.
»
Oub French friends have a genius for taxation. Is there any
single article of commerce in France which is not taxed in some
»av ? . We think not. So long as motor-vehicles were in the
experimental stage they escaped taxation, but a vigilant Minister of
Finance had got his eye upon them, and when he saw that they
were arti les of regular manufacture and employed for commercial
purposes, he, worthy gentleman, issued his decree, and in future
an torao tor- vehicles with two places will pay 60 francs, and t ie
others 100 francs; in communes of more than 40,000 inhabitants
they will pay 40 francs and 75 francs respectively ; in communes
of from 20,000 to 40,0j0 inhabitants, 80 francs and 60 francs ; in
communes of 10,000 to 20,000 inhabitants, 25 francs and 50 francs ;
in communes of 5,000 to 10.000 inhabitants, 20 francs and 40 francs ;
in communes of less than 5,00C inhabitants, 10 francs and 20 francs.
Thb reason for the imposition of the tax is that the Finance
Minister is 3i),000,u00 francs to the bad in his Budget, and hence
there is some excuse for it/ At the same time, we fail to see why
the residents of large towns or districts should be discriminated
against in favour of those who reside in the small ones.
Soxb time ago the French Minister of Public Works appointed a
Commission t > discuss the condition under which services of public
motor-vehicles should be subsidised by the State. The Commission
lias reported that the State is authorised by law regulating public
transport to pay subsidies to automotor companies subject to an
engagement not exceeding a period of 10 years. Subsidies, however,
can only be granted to companies possessing sufficient rolling stock to
be able to carry daily over the whole length of the system at least
10 tons of merchandise at an average speed of four miles per hour,
and of 60 passengers, with two tons of luggage at an average speed of
seven miles. The subsidy for each year is calculated according to
the total distance covered by the vehicles, and thiir capacity for
carrying passengers, luggage, merchandise, and the like. The amount
cannot excei d 250 francs for every kilometre of road comprised in
the daily service, or be more than half of the total subsidy allowed
by the departments or the communes. Nevertheless, it can atuin
3u0 francs and 850 francs per kilometre, and the three-fifths and
two-thirds of the total subsidy respectively in departments where tho
amount received in taxation does not exceed a certain figure, that is
to say, districts whi h are only poorly or sparsely inhabited. The
report is very generally approved in Parliament.
Thb Automotor and Horseless Vehicle Journal Diary
contains over 100 pages of information. Price (kt. ; post free,
Id., of Messrs. F. King and Co., 62, St. Martin's Lane, London,
W.C. See it for the Irish and Scotch Regulation of Motors.
All interested in automotors should join the Self- Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, Loudon, E.C. — (Advt.)
Automotor Oabs In Pari*. — The Paris correspondent of the
Daily Telegraph writes : — The London electric cab that was recently-
sent over to Paris has been tested- with success. It has been taken
up the steepest hills, has made the round of Paris, has creuted no
little sensation among the promenaders in the Bois de Boulogne, and
has exceeded the 70 kilometres agreed upon with a run of 80 kilo- ,
metres, after which its motive powers were moreover not exhausted.
Representatives of some of the principal companies and a number
of engineers have followed these experiments with equal interest
and delight, and the problem of ways and means is being attentively
studied. It is believed that something can be done towards reducing
the weight of the vehicles, nor will the entire cab -system be revolu-
tionized at once. A certain number of these cabs will be started as
an experiment, and if the public, as is expected, takes kindly to
t iem, they will be rapidly increased. It . is affirmed, by the way,
that the reason why more horseless vehicles . have not been brought
out in Paris is that the manufacturers have great dilliculty in
procuring the requisite amount of skilled labour, so that nil the
local builders together do not produce between them at the rate of
more than one horseless carriage a day.
An Electric Delivery Wagon. — Our American contemporary,
the Electrical Age, gives an illustrated description of an electr rally-
propelled delivery wagon constructed by a Chicago linn. The
electrical equipment consists of 41 storage batteries, having an
individual capacity of 100 amperes per I our, weighing only lit lbs.
eac-i, and connected with a 3} HP. motor, iron-clad and waterproof,
of the four-pole pattern. The charging apparatus consists of an
automatic stationary rheostat, which is equipped with meters indicating
the proper volume of current and the m.mber of amperes stored in
the vehicle batteries. These have an apparatus which automatically
disconnects them from the c urging circuit when fully charged. The
plugs of tne connections, the binding posts of the batteries, and tho
rheostat are correspondingly marked positive ( + ) and negative ( — ),
so that no possible error can be made in placing them. The guiding
lever is at the driver s left hand, and a smaller lever at the seat on
the right reverses the machinery. The wheels bear on frictionless
ballbearing axles, and have three-inch pneumatic tyres. One of the
wheels carries an odometer, and this has proved that as great a
distance as Hi miles has, under favourable circumstances, been rim
with one charging of the ba teries. 1 he batteries occupy very little
space, and they can, therefore, be so placed as not to injure the
appearance of the vehicle. It is stated that from the odometer
record it has been found that the electricity costs about one halfpenny
per mile. The wagons register from 30 to 42 miles a day each, and
even then the batteries arc not half empty at night.
Military Automotor Vehicles. — The Paris correspondent of the
Daily Telegraph, writes : — " Military authorities in this country
cannot be accused of neglecting to turn recent inventions to profitable
account. Cycling has been encouraged in the army to a considerable
extent, and now it is the motor-ear which is claiming its share of
attention. With a view to ascertaining how it could be utilized for
the transmission of communications at a rapid rate and over long
distances, General Bdlot, Mhvster of War, has just got up a very
pra tical experiment, which has been duly carried out by a committee
of officers, under the direction of Colonel Feldmann. Two hundred
kilometers were to be covered between dawn of day and ii'ght, with
ah hour's inter i at for rest. Such was the programme, and the worst
roads that could be pitched upon were expressly selected for the
purpose. The start was effected from the Place St. Thomas d'Aquin,
between 6 and . 6.30 a.m. Kight vehicles were pressed into the
service, and the majority of them conveyed spec ally appointed
delegates, among' whom may be mentioned Captain Mangin, Com-
mandant Saintc Claire-Deville, Captain Barisier, and Captain Parra.
With the exception of one, all the curs were provided with motors of
six-horse power. Kach vehicle followed a separate road, there being
three equidistant convergent points: to wit. Dreux, Fontainebleau,
and Villers-Cotterets. Among the drivers of the cars were M. Reno
de Knyff, Mr. Archdeacon, and Mr. Morse, and all were delighted
with the expedition, which, moreover, gave the officers complete
satisfaction. The roads were as bad as could possibly have lieen
wished, and any amount of skill was needed to deal effectively with
the obstacles which presented themselves on the various routes. The
military committee lias since visited the establishments of the chief
constructors, in order to study the different types of vehicles under
the superintendence of Colonel Feldmann.
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THE AUTOMOTOR AND HORSELESS 'VEHICLE JOURNAL. [November, 1897.
SELF-PROPELLED TRAFFIC ASSOCIATION
(INCORPORATED).
LIVERPOOL AND DISTRICT CENTRE.
President of the Association : Sir David Salomons, Bart.
—4
LIVERPOOL CENTRE.
President :
The Right Honourable The Eabl of Debby, E.G., G.C.B.
Vice-Presidents :
H. Pibcy Boclnois, M.Inst. C.E. ; Alfred Holt, M. Inst. C.E. j
Alkbed L. Jones, J.P.
Ulembert of Council :
Maunsell C. Bannister, Assoc. M. Inst. C.E. ; John A. Bhodik,
. Wh.Sc., Assoc. M. Inst. C.E., M. Inst. Mech. E. ; Evbrabd R.
Calthrop ; S. B. Cottrbll, M. Inst. C.E., M. Inst. Mech. E. ;
Qeobob H. Coxj A. Bromley Holmes, M.Inst. C.E. ; A. G.
Lystbb, M. Inst. C.E.; Arthur Muskek; G. Fbedk. Ransoms;
IIensy H. West, M. Inst. C.E., M. Inst. N.A. ; John Wilson ;
John T. Wood, M. Inst. C.E.
Honorary Solicitor ■.
Lawrence Jones, 6, Water Street, Liverpool.
Honorary Secretary :
E. SuBArNELL Smith, Royal Institution, Colquitt Street, Liverpool.
Trials of Motor Vehicles for Heavy Traffic, May, 1898.
PARTICULARS OF COMPETITION.
(Issued by the Liverpool Centre and approved at Head Centre.)
Object* of Trials. — The chief object of the trials is to arrive at a
type of heavy motor-wagon suitable for trade requirements in Liver-
pool and neighbourhood, which shall be capable of economically taking I
the place of horse haulage and of competing with the existing railway
rates, in the transport of heavy loads of goods over considerable
distances.
Nature of Trials.— Trial runs will be mode from Liverpool, over
minimum distances of 30 miles, on four successive days. All vehicles
will be required to traverse the prercribed route.", without alternative,
and to perform such manoeuvres as are hereinafter specified. No
route longer than 40 miles will be selected.
Route-maps will be issued for each course on Ihc rrornings of the
respective runs.
Date of Trials. — The trials will begin on the morning of Tuesday,
May 24th, 1898, and will conclude on the afternoon or evening of
the Friday following.
Judges. — Three members of the Liverpool Council and two
members of the General Council will be chosen by their respective
Councils to act as judges. As soon as these gentlemen have been
appointed their names will be published.
Awards. — Money prizes of £ 100,£75, and £50, also certificates of
merit, will be given at the discretion of the judges.
A full and exhaustive report on the trials will he issued by the
judges and circulated by the Association.
Intending competitors are also referred to the special notice
below.
General Regulations Applicable to all Vehicles.
(I.) The vehicle shall be self-propelled. The part carrying the
generator or motor, or both, may be articulated and detachable, but
the propulsion shall be effected by utilising the load for adhesion.
(IT.) The vehicle shall be propelled by mechanical power alone,
but (with the reservation that the judges may disqualify and prohibit
from competition any vehicle or motor which, in their opinion, is
faultily constructed or dangerous from any cause whatever) there
shall be no restriction on the source of such power or the nature of
the agents used.
(III.) The vehicle shall be capable of going anywhere that a horse-
drawn vehicle carrying the same load can go, and of being placed in
the same positions and withdrawn therefrom without external
assistance.
The particular manoeuvre most generally called for is to work
into and out of a loading berth when " cramped " for room. This
requirement arises in the case of embayments, or of confined spaces
between other vehicles in a line receiving or discharging goods.
Carters usually back into such positions obliquely, and bring the
vehicle into line by turning the leading wheels at right angles to
the rear wheels and again backing.
(IV.) The vehicle shall be capable of working into and out of an
embayment of one-and-a-half times iis own length.
(V.) The vehicle shall conform in all respects to the requirements
of the Locomotives on Highways Act, 1896, and, in the case of its
being oil-propelled, of the " Regulations as to Petroleum," issued by
the Homo Secretory under Section 5 of this Act.
(VI.) All working parts shall be properly encased.
(VII.) The tare of the vehicle shall be recorded, both inclusive
und exclusive of any water, fuel, or accumulators used for the
purpose of propulsion.
VEniCLES Elidible for Competition.
Class I. — Vehicles capable of carrying a minimum load of two tons
of goods. (Vehicles entered in this class may be open or covered.)
Class II. — Vehicles capable of carrying a minimum load of five
tons of goods. (Vehicles entered in this class shall have level
platforms only without any covers.)
Regulations Applicable to Vehicles According to Class.
(I ) The average speed during the trial runs, inclusive of stoppages,
shall reach —
(a) In Class I, six miles per hour.
(4) In Class II, four miles per hour.
(II.) The vehicle shall have a level platform area of not less than —
(a) In Class I, 60 square feet.
(4) In Class II, 110 square feet.
(III.) In Class II the heigl t of the floor line from the ground
shnll be not less t! an 3 feet 9 inches, and shall not exceed 4 feet
3 inches.
RULES AND CONDITIONS.
(I.) The vehicle shall carry at least the minimum weight of goods,
or any weight in excess declared by the competitor, throughout the
continuance of the trials. Suitable ballast will be provided by the
Association.
(II.) Each competitor sholl himself make all arrangements for the
necessary staff and appliances to work his vehicle or vehicles. Accom-
modation for the vehicles, in Liverpool, will bo provided by the
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67
Association. ' vehicles intended for trial shall be registered as
"arrived," at this depot, not later than 3 p.m. on Monday, May
23rd, 1898.
(III.) An official observer will accompany each vehicle during the
trial runs, to take notes of behaviour, fuel and water consumption,
Ac, and no repairs will be permitted without his knowledge and
consent.
(IV.) Any vehicle withdrawn from competition during the trials,
except under tho written authority of the judges, shall not be eligible
for a prize or for commendation.
(V.) Six photographs of each yehiole, together with one perfeot
negative, shall be furnished by the competitor, not later than
May 16th, 1898.
These must be delivered in good order at the Liverpool Royal
Institution, addressed to the Honorary Secretary, Self-Propellod
Traffic Association.
(VI.) Full drawings of any vehicle shall be submitted to the
judges in confidence, if required by them, prior to the final adjudica-
tion.
(VII.) Entries shall be made on printed forms (to bo obtained
from the Honorary Secretary) at any time prior to 12 noon on the
lost day of March, 1898, and shall be accompanied by an entrance
fee as under : —
£ *. <**.
For one vehicle . . . . . . ..550
For each additional ..vehicle by tho same
competitor .. .. .. .. ..110
Entries shall be addressed, under cover of a registered letter, to
the Honorary Secretary, Self-Propelled Traffio Association, The
Royal Institution, Colquitt Street, Liverpool.
(VIII.) A complete list of particulars shall be lodged with the
Honorary Secretary not later than May lfith, 1898.
The description must be type-written or printed, and six copies
must be furnished. The tare weight of the vehicle, both exclusive
of any water or fuel and in complete running order, must be given,
also, as briefly as possible, any peculiarities of construction or of
working to which the competitor desires to draw the attention of tho
judges.
(IX.) Each competitor shall arrange to have his vehicle or
vehicles ready for inspection by the judges at 9 a.m. on the morning
of Tuesday, May 24th, 1898, in the depot that sliall be used as head-
quarters during the trials.
(X.) All vehicles shall be stored over-night at the depdt or depdts
provided by the Association.
(XT.) Lota will bo drawn to determine the order of starting. It is
intended to begin the runs shortly after 9 a.m. on each of the four
days, the vehiolcs following one another at intervals of about
10 minutes.
(XII.) At the conclusion of the trials, any vehicle, or motor,
or part thereof, shall be opened up, in confidence, for inspection by
the judges, if required.
The judges reserve to themselves the right of absolutely 'dis-
qualifying any competitor for any infraction of these rules.
While obeying in all respects the instructions of the judges and
the conditions of the competition generally, it is to be fully under-
stood and agreed by overy competitor that no responsibility, legal or
otherwise, is to attach either to tho judgos or to tho Self-Propelled
Traffic Association, in respect of anything, or for any damage or
injury caused to any person or thing, but thot all responsibility of
every sort and kind, whether pecuniary or otherwise, is to attaoh to
the competitor, and is to be borne by him.
Thk Following abb thb Points which will bk Taken into
consideration by thb judges in making the awards.
(a) Cott. — Economy of working, including attendants.
(4) Control. — Stopping, starting, changing speed, steering and
reversing, particularly under adverse conditions, such as on inclines
or in confined spaces.
(c) Working. — Noise, smell, visible vapour, dust, or other
nuisance when travelling ; number of mechanical operations re-
quiring attention from the driver ; efficiency of brakes ; time
occupied in preparing the vehicle for service on the road ; ability
to start from rest on an incline of 1 in 16 ; speed — within legal
limits ; distanca run without takiug or' recoiling supplies of fuel,
oil, gas, electrical or chemical materials or electrical current, water,
or of any agent employed for actuating the motor or assisting
its working ; ability to complete the course without stopping to effect
repair], adjust parts, apply lubricants, or for any other purpose or
cause not provided for in the itinerary ; freedom from a break-down
of any nature.
(d) Construction. — Strength of frame and working parts ; quality
of workmanship ; efficiency of springs ; freedom from complicated or
over-refined parts ; facility with which repairs can be effectod ;
capacity of bunkers, oil and water tanks; ratio of available to total
platform area — preference will be given, as regards vehicles entered
in Class II, to a system that gives the entire platform, from end
to end, free for goods ; ratio of tare to power of motor ; ratio of
tare to weight of freight carriod during the trials.
(«) Steam-propelled Vehicle*. — Action of feed-pumps or injector ;
ample supply of steam; consumption* of fuel and water per mile;
leakage of steam or water ; arrangements for stoking.
(/) Oil-propelled Vehicle). — Efficiency of ignition ; regularity of
carburation and explosions ; range and gradation of speed of
vehicle, and smoothness with which changes of gear are effected;
circulation and weight of cooling water; consumption of oil per
mile; leakage of pipes or tanks.
' The decision of the judges, expressed in writing on any point,
shall be final and binding on all parties, and they may withhold any
award, or any portion thereof.
Thr«e printed copies of these rules will be issued with each form
of entry, one of whioh, signed by the competitor, must accompany
each entry when forwarded to the Honorary Secretary. In signing
and returning this copy of the rules, .the competitor shall accept all
the conditions herein imposed upon him, nnd shall agree to be bound
in all respects by them.
Each vehicle will be allotted an official number which must be
displayed during the oontinuance of the trials.
Lawbbkcb Jonrs, Honorary Solicitor.
E. Shbapnbll Smith, Honorary Secretary.
Royal Institution, Liverpool,
fforember lQth, 1897.
SPECIAL NOTICE TO COMPETITORS.
A prominent member of the Association has intimated to the
Honorary Secretary that he is willing to receive, on the recommen-
dation of the judges, one or more vehicles to work in the heavy
goods traffic of Liverpool and neighbourhood, on trial, during a
period of one month, and, further, that he is prepared to purchase
fifty vehicles in all.
• Provided —
(a) That the vehicle shall carry five tons of goods during the
official trial runs, and that it is capablo of carrying up
to ten tons when required.
(4)' That the vehicle shall comply with the regulations applicable
to Class II.
(c) That during the month's trial, tho vehicle shall work generally
to his satisfaction.
{d) That during the month's trial, the cost of working shall not
exceed 3 5rf. per net ton.nile, calculated on the basis set
forth below.
During the continuance of these additional practical trials, the
expenses of working, up to 3'orf. per net ton-mile, will bo [borne by
the member in question.
This offer is not to bo taken in any sense as a contract of a binding
nature at law.
Scheme [referred to in Provision (<f)] fob Ascertaining the
Cost of Wobeino.
The cost of working per net ton-mile, inclusive of interest at
6 per cent, per annuui^ depreciation at 16 per cent, per annum,
maintenance, attendance, nnd all other charges shall not exceed 3-5rf.
This cost shull be calculated on the basis of 60 per cent, of maximum
load (10 tons) being carried 15 miles per day, and the same distance
being traversed " light" (i.e.. without load), on 260 days per annum.
An example of the method of calculating this figure is appended : —
Load designed for . . . . . . . . 5 to 10 tons.
Active work per annum . . . . . . 2C0 days.
Distance traversed with 60 per cent, of load
(6 tons) 3,90C miles.
Distance traversed light . . . . . . 3,900 miles.
Prime cost, say . . . . . . . . . . JE600-
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Novb*bbb, 1897.
£
».
d.
30
0
0
90
0
0
120
0
0
Atntmed Expenditure.
Interest at 5 per cent, per annum, say
Depreciation at 15 per cent, per annum, say
•Fuel — 13 lbs. of furnace coke per
vehicle-mile, 18 lbs. x 80 x 260 =
46 tons at 15*. per ton .. .. 83 15 0
•Oil, grease, and waste 10 0 0
•Wages — Driver at 30*. per week ... 78 0 0
Boy at 7*. 6d. per week . . 19 10 0
Stabling— Proportion . .' . . . . 5 0 0
•Water 10 0 0
Licence .. .. .. .. .. 550.
•Repairs 20 10 0
182 0 0
Total per annum . . . . . . £802
TRAFFIC—
6 x 3,900 — 28,400 net ton-miles.
Cost « 3' iod, per net ton-mile.
• Cost determinable daring the mouth's trial.
AN IMPROVED DIFFERENTIAL GEAR FOR
MOTOR-VEHICLES.
0 0
Tbk Second Session of the Self-Propelled Traffic Association
(Liverpool Centre) will be opened at 8 p.m. on Friday, November
26th, when the President of the Association, the Right Hon. the
Earl of Derby, E.G., G.C.B., is expected to take the chair. The
meeting will be held at the Royal Institution, Colquitt Street, Liver-
pool. The inaugural address — " Self-Propelled Vehicles. 1896-7 "
(with lantern illustrations) — will be delivered by Mr. W. Worby
Beaumont, M. Inst. C.E., M. Inst. Mech. £., Cantor Lecturer on
Modern Road Vehicles, and Member of the General Council of the
Self-Propelled Traffic Association. The hon. President during his
visit upon this occasion will be the guest of Mr. Alfred L. Jones.
London Cab Fares. — A. writer in the Daily Telegraph, discus-
sing the question why cabs are dear, says: — "But the great
recommendation of the omnibus is its cheapness ; and the great
drawback to the cab is its admitted dearness. Moreover, taking the
cab system of the metropolis and contrasting it with the facilities
obtainable abroad, or even in our own provincial cities, the deficiencies
of London are at once apparent. The real trouble rests in the
difficulty of adjusting fares, and herein lies the whole secret of the
failing tendencies of the cab trade. It wants a person having the
courage of his convictions to pay a cabman no more than bis legal
fare, and it is only a man who knows his London well who would
dare to dispute, at the rii-k of being publicly insulted in the streets,
cabby's dictum as to distance*. Many men, rather than incur odium
of the kind, wilfully pay the driver much more than his due, and
thus encourage him to expect the next fare to be equally liberal ;
whilst many ladies, rather than. pay more than is just, avoid the
cabman altogether, and thus it happens that his custom diminishes
and bis prospects tend to grow more gloomy, with the keener omnibus
competition, and that of the network of underground railways already
in existence, or now in course of construction. It may also be recollected
that the new electric cabs have come to stay. In the view of competent
judges they are doing very well, and it is expected that as the winter
approaches these weather-protected coaches will be preferred to
hansoms. The advent of the electric cab, it is no secret, is necessita-
ting an entire revision of the regulations applying to licensed public
carriages, but the Secretary of State and the police have no power
whatever to revise fares, and only a magistrate can settle a dispute
as to any hiring. Recent alterations in the law, by what is called
the Bilking Act, no longer oblige a cabman to drive his fare to a
police-station, should any quarrel arise between them. But in the
interests of the public, and if cabs are to continue to exist as licensed
vehicles, reform is demanded ; and it is argued that the electric cab
proprietors, as they become firmly established, instead of falling into
the old rut and letting out their cabs, as though they were hansoms
or ' growlers,' at a daily charge, might take steps to obtain the
Parliamentary revision of cab fares. In the best informed quarters
motor-cabs are expected to bring about a reduction of fares, and it is
also thought that the four-mile radius must shortly be extended to
five. If cabs could be run as 'buses or trams then a charge by
distance, as recorded by the cab itself, could be made."
Mb. R. Jab. Ubqcbabt, C.E., of Liverpool, has effected several
improvements in ordinary differential or "Jack-in-the-box" gear,
which we herewith illustrate and describe.
His invention relates to differential reduoing gearing for the high-
speed engines of automobile vehicles, and consisU in improvements in
the construction and arrangement of such gearing which embodies an
epicycloidal train, the object being to produce a compact gearing from
which can be obtained several reduced speeds in both directions without
reversing the direction of the primary shaft. In the arrangement
illustrated the primary shaft drives the secondary or low-speed shaft
through an epicycloidal train, which may gear directly with the
primary shaft or indirectly by means of intermediate gearing. One
element of the epicycloidal train is fixed so as to drive the low- speed
shaft; this is the carrier which carries the intermediate or planet
pinion or pinions. The other two elements of the train are so
arranged that they can be driven from the primary shaft in both
directions.
Each of the two elements driven from the primary shaft is
provided with a brake drum and band or equivalent friction clutch,
by which it can be fixed or allowed to slip at will. When it is
required that tho primary shaft shall continue to rotate without the
epicycloidal train, the primary shaft is provided with a suitable
clutch or clutches by which such train may be driven or not as
desired. The elements of the train are the two differential wheels
and the planet wheel.
The accompanying drawings illustrate the best method of con-
struction of the improved arrangement of gearing. Fig. 1 illustrates
an elevation of the gearing showing the upper half or so in section.
Fig. 2 shows the method adopted of securing or fixing the two
elements of the epicyclic train to prevent their rotation aud checking
theirrotation* In the arrangement illustrated, bevel gearing is employed
to rotate the two elements of the epicycloidal train, the latter being
preferably formed with spur wheel teeth. The arrangement is also
shown as applied to the axle of two driving wheels of a road vehicle,
and as driving through a differential or balance gear to allow of one
wheel over-running the other when the vehicle is passing round a
curved path.
Referring now to Fig 1, a is the high-speed shaft, and it may be
the motor-shaft or a shaft in direct gear with the motor-shaft. In many
cases it will only rotate in one direction, but in some cases it will be
required to rotate in either direction. When it is required to rotate
in either direction the motor is provided with reversing gear or the
shaft, a, is driven from the motor through a reversing clutch arrange-
ment. The bevel pinion, 4, is keyed to the shaft, a. The travelling
or driving wheels' axle is in two parts, c and c' ; to each part is keyed
one of the travelling wheels. To the part c is keyed the element, d,
of the differential or balance gear, which is preferably formed with
spur teeth. To the part c" of the axle is keyed the spur pinion, e,
and freely on the axle is mounted a carrier or disc, /, upon which are
mounted a stud or studs. Each stud carries a spur pinion which
gears with the teeth, dl, of the element, d, and the teeth, «', of the
element, e, at the same time.
The element, d, of the balance gear is provided with a flanged rim,
d"1, fitted with a band brake, x, of ordinary construction, the band of
which is fixed at one end, x', Fig. 2, to the structure carrying the
gearing, and at the other eud is attached to any suitable lever
arrangement by which it can be drawn tightly round the flanged
rim. By so gripping this part of the balance gear, the travelling
wheel fixed to the part, c, of the wheel axlo can be braked. The
part, c1, of the axle to which is fixed the second travelling wheel, is
also provided with a flanged rim or pulley, g, fitted with a brake
band, x, operated in a similar manner. The two brake bands are
preferably so coupled together by rods and levers that they operate
in unison.
The elements of t he epicycloidal train are arranged that the angular
speed of the last or driven element, f, has the lowest value. The
element, /, lorms the carrier for the planet wheel, h. Preferably three
planet wheels are arranged round the disc,/". Each planet wheel, h, is
carried upon a stud, A1, fixed to the disc,/, preferably by a screwed
nut, A*. The clement, >', or sun wheel of the epicycloidal train is
mounted free upon the pari, c1, of the axle and has a long sleeve, c*,
at the end of which is keyed a flanged brake pulley, .;', fitted with a
suitable band brake, x, similar to those fitted on the flanged rims, d",
and g1, or other suitable known form of clutch, aud by which it may
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Notsmbhb, 1897.] THE AUTOMOTOB AND HORSELESS VEHICLE JOURNAL.
69
be prevented from rotating or checked to the desired extent. The
element, *, of the epicycloidal train is preferably mounted upon the
sleeve, c2, so as to revolve freely thereon. It is also provided with a
flanged rim, k\ and a band or other friction brake by which it may
be held stationary or allowed to revolve at will. The internally cut
teeth, k7, are in gear with the pinion or planet wheels, A. A clutch
box, I, is also formed on the element, k, by which it is rotated. A
sleeve, m, provided with clutches, mx and *n*, is mounted upon the
sleeve, c*, and is provided with a shipping collar, m3, and forked
shipping lever, m*. The sleeve, m, is fixed so as to rotate with the
sleeve, <r, by the key or feather, f»', but is capable of a sliding move-
ment in the line of the axle or shaft, e\ spaces, n»e and m', being
provided as clearance. Upon the sleeve, m, are loosely mounted two
toothed bevel wheels, » and o, in gear with the toothed bevel pinion,
b. Each of these bevel wheels is provided with clutch boxes, n* and
o1. A clutch, »', is also keyed to the boss of the wheel, n, to rotate
therewith but free to slide lengthwise thereon. This clutch is pro-
vided or formed with a shipping collar, »!, and shipping forked lever,
n*. In order to keep the bevel wheel, o, in gear with the pinion, 4, a
collar, p, is fitted loosely upon the end of the boss of the bevel wheel,
o. A similar loose collar, j1, is also fitted upon the boss, »*', of the
pulley, j, the two collars are fixed together by rods, p1, passing
through openings formed in the collar, »»'. The shipping levers, n?
and m*, are fixed to rods, }, which are moved by hand levers or
angular speed to produce certain reduced angular speeds in the
travelling wheel or wheels of a vehicle in both directions substantially
as described and illustrated in the drawing.
The specification is numbered 19,559 of 1896.
LAW REPORTS.
J. It. Freeman, of J. B. Freeman and Sons, cigar manufacturers,
Hoxton, was, at the City Summ >ns Court, on November 5th,
fined 10*., including costs, for causing a motor-van to be used
without having the name and address of the owner painted on it
according to law.
' »
Ok the 10th inst., before Mr. Justice Wright, sitting as an addi-
tional Judge of the Chancery Division for the purpose of hearing
petitions for the winding-up of companies, a petition was presented
by Mr. E. R. Evans, a shareholder, for a compulsory order to wind
up the Ward Electrical Car Company (Limited). The Company
was formed in 1888. It bad, said counsel, never done any business,
never owned any omnibuses, nor had any commercial existence.
Fio. 2.
A*vwtnHrJ**r*tX .
Improved Differential Gear.— Flu. 1.
equivalent means. The clutches, »', m', and m', and the correspond-
ing clutch boxes, /, »4, and o1, are formed in the case illustrated to
drive each in one direction only, but in other cases when the same
speeds are required when travelling in either direction the clutches
and clutch boxes are formed accordingly. Sliding boxes, ma and n4,
are disposed in the grooves of the shipping collars, m3 and »J, ana
the forked ends of the shipping levers, m* and n3, are pivoted to
them. Also when the element, k, is free to rotate through its
brake drum, k', not being clutched and the element, t, is driven
through the clutch, m% or m2, being in gear with the bevel wheel,
n or o, or when the element, k, is driven through its clutch, n1, and
the element, i, is free to rotate through its brake drum,_;', not being
clutched, the gearing may rotate without communicating motion
to the shaft or axle, e1. If, however, the elements, k and i,
be clutched to the bevel wheel, n, .so as to rotate therewith an
aggregate speed in the disc,/, or the same as that of the bevel wheel,
», is obtained ; but by clutching the element, »', to the bevel wheel, o,
so as to rotate therewith a certain differential speed of the disc, f, is
obtained. Acccording to this arrangement of gearing two further
different speeds of the disc, f, in one direction can be obtained, first
by clutching the element, k, to the bevel wheel, », and fixing the
element, i, by its brake drum.y, and, secondly, by clutching the
element, t, to the bevel wheel, a, through the clutch, m5, and fixing
the element, k. Also the disc, f, can be made to rotate in the
opposite direction by Dicing the element, k, and clutching tho clement,
i, to the bevel wheel, or It is obvious that in some cases the balance
gear can be dispensed with, as when one travelling wheel only is
driven, in which case the element, f, is fixed directly to the hub or
axle.
The claim made by the inventor is the improved construction of
gear for transmitting the motion of a shaft rotating at a uniform
j There was no opposition, and his lordship made the necessary order
for winding up the Company.
■
j Tub petition of Messrs. J. K. and R. Lord for an order for the
j compulsory winding-up of New and Mayne (Limited), of London,
) electrical engineers, was before Lord Justice Vaughan Williams
• recently, in the Companies' Winding-up Court. Mr. Baker
I appeared for the petitioners, and explained that they were judgment
creditors for U15s) 11*. lie had received support f_or the petition
' from eight other creditors, but no notice of opposition, except from
the liquidator and the debenture. holders. Mr. Hamilton, who
appeared for the liquidator, asked that the petition should stand
over until there had been held a meeting of the creditors to consider
a scheme of arrangement. The liquidator would show that if
there was a forced sale of the property, the unsecured creditors and
the shareholders would receive nothing ; whereas if the scheme of
reconstruction were entered upon, not only the creditors would bo
paid, but the shareholders would also benefit. The further hearing
of the petition was then adjourned until the first petition day after
November 10th.
Ox the 8th inst., at Highgate Police Court, Bernard Boverton
Redwood, residing at Slewathen, Ballard's Lane. Finchley, was
charged on a summons with driving a light locomotive— vi/.., n
motor-tricycle— and refusing to stop when called upon to .do so by
Polioe-eoustable Coe, 101 «. Mr. Paterson, solicitor, defended.
Coe deposed that at 12.30 p.m. on Sunday, October 24th, he was on
duty in Ballard's Lane, Finchley, when his attention was called to a
horse attached to a lundau which had bolted down the lane. He
succeeded in bringing it to a standstill, and was trying to quiet the
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Kot»«m, 1897.
animal down when the defendant approached from behind on a
motor-tricycle. Witness held up his hand and called on defendant
to stop, but he took no notice, and, in passing the horse, frightened
it again. Jonathan Hunt, a coachman, said that he was engaged to
take a customer home from chapel on the day in question. He was
waiting outsido the chapel when defendant passed him on a motor-
tricycle. His horse was frightened, but, notwithstanding that, he
Ced him four times. The fourth time the motor-car caused the
e to bolt. The policeman and a man named Bell stopped the
horse, after the horse had smashed the fore-carriage of the landau.
Whilst the horse was being held by Coe the defendant rushed by
again, and refused to pull up when called upon to do so by the
policeman. Dr. Orton told defendant that the full penalty was £10,
but, as this was the first case of the kind brought before the Court,
the defendant would be fined 20*. and costs only.
—n^t^s^s^^^s^i^s^s^s^s^s^i^sw
REVIEWS OF BOOKS.
We have received No. 1 of Vol. XT II of The Tndiarubber World,
which abounds in well-written matter of great interest to trade
readers.
Wk have also received the Journal of the Wetter* Society of
Engineer! of Chicago, which contains, among other useful matter, a
paper on " Causes of the Variable Efficiency of Steam Boilers and
their influence on Tests."
The Carriage Monthly (Philadelphia) is, as usual, worth the atten-
tion of carriage builders. Some novel and well-worked out designs
of typical American vehicles are given, accompanied by working
drawings and specifications. A new motocycle by the Block Manu-
facturing Company of Indianapolis is illustrated and described, and
there are also some good articles on varnishes, colours, &c.
"Birch's Mandal of Cv/cle Companies."— This is the first
edition of what will doubtless prove a " hardy annual." That a
good work of this kind is needed is apparent when we consider that
at the time of publication there were no lees than 223 Limited
Companies, having an authorised capital of £30,000,000, engaged
in the cycle industry. At the present time this amount has been
largely increased by the formation of other Companies. The work
before us comprises a list of companies, giving the names of directors,
officers, capital, dividend, 4c. This is accompanied by an index, so
as to facilitate reference. There is also a chronological list of regis-
trations, and a directory of directors' officials. A chapter is devoted
to the law of cycles and motor-vehicles, and another to patents.
The imports and exports of, and duties levied on, < ycles and their
component pirts follows, and a copious index concludes the volume.
The work is well arranged, and the printing, Ac., excellent ; but the
list of motor companies is sadly deficient.
The Thamee Ironwork* Quarterly Gazette. — This quarterly is
to hand, and, as usual, it abounds with instructive matter for
all connected with nautical automobilism, but is more interesting
to those connected with the great shipbuilding works on the
Thames. There is a good account of the career of the unfortunate
H.M.S. " Captain," contributed by that veteran naval designer,
Mr. Or. Mackrow, who has, next to Sir W. H. White, designed more
warships than any other man living, and remarkably good ships thev
have proved themselves to be. This gentleman also describes the final
departure of his latest creation, the Japanese battleship •' Fuji "
and excellent photographs of this vessel and the " Captain " are given,
A good picture is that of the Queen reviewing the Baltic Fleet in
1854 from the yacht "Fairy," also built at this historical shipyard
It is not generally known that this Company, the "Thames (Limited),"
as it is usually designated, is a centre of light in the East End.
Mr. A. Hills, the chairman, is a model employer, and strikes are
unknown under his rule. There are science classes and cricket and
football clubs in connection with the works, while the encouragement
of thrift is a great feature. Savings-bank, medical, and other clubs
are established, to which all have to belong. We have only one wish
for the " Thames (Limited)," and that is, may its yard be full of
work!
The Engineering Magazine for October contains no less than
ten original articles on subjects which are just now largely
occupying the attention of the capitalist, the engineer, and the
general public. Professor Geo. Forbes discusses the problem of
electric power for trunk-line railways. After referring to some early
American lines, the professor says : — "It can be proved that if the
railway companies of Scotland were to combine to work their trunk
lines by means of electric locomotives, the electrio current being
developed by the water power which exists in that country, then the
whole of that servioe might be carried on without the use of steam
locomotives." This is a direct statement, and no doubt Professor
Forbes has not made it without due consideration. If we accept
it, then it follows that the Scottish railway directors are neither
studying the interests of their shareholders nor the public. Few
people are more conservative than railway and tramway directors,
and they really seem to think that a locomotive and a two-horse
tramcar represent the most perfect means of locomotion. As show-
ing the advantages of electric traction, Professor Forbes gives the
following particulars : — The cost of running the City and South
London Electric Bailway is 6 48d. per train mile ; that of running
the Liverpool Orerhead Railway is 3'84d. per train mile ; while the
Metropolitan District Bailway is 11'76<£. per train mile. " Modern
Wharf Improvements," by Foster Crowell, is interesting in view of the
present crude methods of loading and discharging vehioles in London-
One hundred years ago wagons were backed up against the street kerb
— just as they are now, and brewers lowered their oasks of ale into
publicans' cellars by means of a rope stretching across the pavement —
i'ust as they do now. One has to go to a port such as Marseilles or
lamburg to see how freight can be and ought to be handled. In
Liverpool and London the art is not known or imperfectly understood.
" The Enormous Possibilities of Bapid Electric Travel," by Messrs.
Charles Davis and F. S. Williamson, is the discussion of a scheme for
placing New York and Philadelphia, which are 85 miles apart, within
36 minutes of each other — in other words, trains are to be run by elec-
tric means at an average speed of 141 J miles per hour. Of course, very
special plant is needed for this. The cars are to have no less than 12
7-feet diameter wheels each. The axles would be 15 inches diameter.
The details seem to be boldly worked out, and no doubt the general
scheme is feasible enough. " Cost-Keeping Methods in Machine Shop
and Foundry " may be studied with advantage by the clerical staffs
of large engineering works. No magazine which pretends to be up
to dale can well avoid discussing Klondyke, and under the title of
" Exploring and Exploiting a Gold Country," this new El Dorado
is described by Mr. Albert Williams. From this we learn that
gold mining is by no means the easy digging that many imagine.
" Progress in the Perfection of the Bock Bailway," by Mr. E. L.
Corthell, gives a succinct account of the various mountain railways
in existence, principally in Central Europe. " The District Dis-
tribution of Energy," by Mr. Chas. Emery, is en account of the
steam supply to the public in New York, but no new developments
are mentioned. " The Esthetic (tic) Treatment of Engineering
Work," by H. Heathcote Statbam, has already been criticised
in the engineering Press. The author's ideas may be gathered from
his opinion of the Tower Bridge : — " It is the most terrible and
monstrous piece of sham ever erected." As our readers know this
bridge is really a steel cantilever and suspension structure clothed
in a masonry garb. If, as Buskin, Carlyle, and other teachers have
it, truth is the basis of all art then, and we agree with Mr. Statham
his strictures are merited. The Korth Bridge, in its naked simplicity,
is a noble thing. Clothe the central towers in masonry as was pro-
posed so as to make it harmonise with its environment (to use the
spurious art jargon), and it would be, as Carlyle would say, a sham.
We are glad that Mr. Statham has entered his protest against this
kind of thing — it is badly needed at present, when it is deemed
necessary that the latest railway coaches on the London and North-
western Bailway and Great Western Bailway shall resemble as
much as possible the obsolete mail coach of 50 years ago. A very
different subject is " Ericsson's First Monitor and the Later Turret
Ships," by Geo. L. Fowler. This is a readable and well-illustrated
article, but tho writer, with pardonable patriotism, makes the
common mistake of attributing the invention of the turret to
Ericsson, whereas it was that of Captain Cowper Cowles who prac-
tically demonstrated the advantages of the turret in the Crimean
War of 1854, whereas Ericsson's " Monitor " did not appear till 10
' years later.
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CATALOGUES.
Wi have received from the Pope Manufacturing Company, of
Hartford, T'.S.A., a handbook containing directions for the care and
advantageous operation of their motor carriages. This contains
many useful hints to those who own or operate any kind of electric
automotor vehicle. The value of the work would be enhanced if it
were accompanied by drawings showing the connections, &c.
Among the more successful designs of gas-engines the " Forward "
occupies a deservedly high place both for excellence in construction
and economy in consumption. Messrs. T. Barker and Co., of
Birmingham, have sent us their catalogue, which gives full
particulars of this motor, the indicator diagrams being specially
interesting. We note the consumption is as low as 219 cubic feet
per B.H.P.
M. Th. Cambier, of Lille-Saint-Maurice, a well-known manufac-
turer of automotor vehicles and launches, sends us his catalogue of
motors, i*c. He makes six distinct types of vehicles, ranging from
the " Due a two places " to the •' Diligence a 18 places," all
operated by horizontal petrol motors. The information given is,
however, of a very general kind, and hardly sufficient to decide an
intending purchaser.
t
Judging by the price list to hand of the Motor-Car Company,
15, Red Lion Square, W.C., there should be no difficulty in the
public obtaining practically any type of motor-vehicle for which
they may be in search. There appears to be every class of ma hine,
new and second-hand, from £80 upwards, and the Company are
also prepared to deal upon the "Hire System." No doubt the
Company are endeavouring to fill the usual " long-felt want," and
their example should speedily find a host of imitators.
Thb names of Edison and Swan are inseparably connected with
the practical introduction of electric lighting, and the " £diswan "
Company have taken advantage of the present Jubilee year to issue
a special catalogue, which includes a well written " Historical
Review of the Introduction of the Electric Light into England,"
prefaced by an " Historical Review of the Company." There is also
an interesting chapter upon incandescent lamps and their use. The
Ediswan Company claim to be the only one which manufactures a
lamp right through. From the prices given we should say that good
incandescent lamps are now within everyone's reach.
Wk have received from Messrs. Measures Brothers, the well-
known iron and steel merchants of Southwark, a large sheet con-
taining full-sized sections and dimensions of angle, tee-iron, channel,
and other bars ; also a handsome little pooket book, forming a
useful catalogue of iron and steel work in general. Steel is now
largely employed in situations in which a few years ago it was
unknown ; for instance, in building construction, steel girders and
cast-iron columns have entirely replaced masonry and timber.
Similarly, for railway carriages, trucks, and carriage work generally,
steel is replacing timber. For motor-wagons it seems to us a tine
qua non to use steel channels or angles for the frames.
Tns Electrical Power Storage Company's latest catalogue is of
special interest just now, having regard to the large use of secondary
batteries for motor-vehicle propulsion. This Company has succeeded
in producing a cell which, so far, has given every satisfaction fir this
purpose. This cell is, we learn, the joint production of M. Faure,
the original inventor of the secondary cell, and Mr. F. King, the
Company's manager. It is fully described in the catalogue, as are
the other cells made hy the Company. The business in secondary
batteries is really a very large one. Central stations can hardly be
said to be properly equipped without a large amount of current
stored in cells. And now that electric vehicles are becoming
common, the E.P.S. Company will, we are sure, have a prosperous
career. This catalogue is excellently got up, and printed on very
superior paper.
— — t—
Messes. Robe; and Co., of Lincoln, made a reputation very many
years ago as manufacturers of high-class motors, and have steadily
increased this by keeping well abreast of every modern improvement.
In their latest catalogue, which by the way is a fairly thick, well
printed, and copiously illustrated book of 160 pages, is an interesting
account of their vast works. We note that Messrs. Kobey make
everything about their engines except the iron ore, and no doubt
they would make this if they could, and so ba quite independent.
As regards their various types of motors, these are so well known and
appreciated both by farmers and central station engineers — to
mention two extreme classes of customers — that it is not necessary to
say anything of them. We note that Messr.s Robey do not manu-
facture traction engines, and that they rate their boilers by nominal
horse-power — a vague and meaningless term. On the other hand, the
principal point of excellence about this catalogue is that dimensions,
weights, &c, are given not only in British units but also in metric
units, a great convenience to the foreign buyer. Manufacturers
would do well to imitate Messrs. Robey in this respect.
>*WW*^<H^V^^| ^^^^— ^tf
EXPLOSION OF A TRACTION ENGINE.
The following is an excerpt from the official report of an inquiry
held under the Boiler Explosions Acts, as to the cause of an explosion
of the boiler of a traction engine that occurred on June 14th, while
the engine was going from Netherton to Halesowen.
The engine was owned by Messrs. H. and T. Danks and Co.
(Limited), Crown Boiler Works, Netherton.
The engine driver, William Thomas, was scalded.
The boiler is of the locomotive type, and forms part of a traction
engine. It is made of mild steel, with the following exceptions : —
Fire-hole ring, foundation ring, and internal stays, which are made
of wrought iron.
The cylindrical portion of the shell is 2 feet 6} inches in diameter
and 5 feet 5fc inches long ; the shell plates are i inch thick, the
longitudinal joints being double riveted and the circumferential
seams single riveted. The rivets are | inch diameter and 1} inches
pitch. The mean length of the outer shell of the firebox is about
3 feet 4i inches by 2 feet 8$ inches mean width, and its height
about 4 feet } inch ; the back, front, and top plates are jf inch thick,
and the sides are i inch thick. The firebox is about 2 feet 11 inches
long by 2 feet 3 inches mean width, and it is about 3 feet in height.
The crown, front, and side plates are about £ inch thick, and the
sides are supported from the shell by 42 screwed and riveted stays,
J inch diameter, made of Yorkshire iron, and pitched 4 inches by
4± inches apart. The crown plate is supported by 35 stays about
| inch diameter, which are screwed into the plate and fitted with
nuts. The ends of the boiler are supported in the steam space by
longitudinal stays attached to tee-iron brackets. The tube plates
are -^ inch thick ; the one at the smoke-box end of the boiler is
flanged to meet the shell, the other is also flanged and forms the
back plate of the firebox ; 41 tubes, 2 inches diameter and 12 B.W.G.
thick, made of wrought iron, arc fitted. The barrel is connected
to the firebox " throat plate " by a single riveted joint. The
mountings of the boiler consist of : — One pressure gauge, one glass
water gauge, two test cocks, tliree blow-off cocks, four mud doors,
one manhole door, two feed check valves, one filling plug, one fusible
plug, two safety valves, li inches diameter, loaded by springs to
140 lbs. per square inoh.
The traction engine was built in 1892 by Messrs. John Fowler
and Co., Leeds. No big repairs have been necessary, but a new
internal feed pipe was fitted about six months previous to the explo-
sion. The boiler was not insured ; it was inspected periodically by
Mr. Joseph Jewkes, foreman fitter to the owners of the engine,
Messrs. H. and T.,l)auks and Co , and the last inspection was male
on the 1st July, 1897.
The cause of the explosion was that the thread on the feed pipe
gave way, and the check valve was blown off, steam and water
escaping with great force through the orifice, and this was brought
about by the defective condition of the thread upon the feed pipe.
General Bemarbt.
T!.e pipe which gave way was fitted to the boiler six months
previous to the explosion on account of the internal part of the old
pipe being split, the screwed part, it is said, being in good condition ;
t!ic new pipe was made of iron, and was 2j indies outside diameter,
and tV inch thick, screwed at one end for a length of 2J inches, with
11 threads to the inch ; this end is screwed through an iron plate
riveted to the boiler front, and projects 1 inch ; to this projecting
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TEE AJJTOMOTOB AND EORSELESS VEHICLE JOURNAL. pr«
1887.
part the check valve is screwed, and a joint is made between the nut
on the valve chest and the plate on the boiler front ; the remainder
of the pipe, 8 feet 6 inches long, acts as an internal feed pipe.
The rough work that these engines do, and the vibration set up by
their passage over bad roads, necessitates the constant overhauling of
the machinery. Messrs. H. and T. Danks and Co. give instructions
to their drivers that in case of any repairs becoming necessary, a
report is at once to be made to the foreman fitter, who is responsible
for doing what is required.
Obterratiotu of the Engineer Surveyor-in- Chief.
This explosion appears to have been caused by the failure of the
thread of the feed pipe to which the check valve was attached. The
joint of the valve was reported to be leaking, and was remade on the
morning of the explosion, when the thread in question was observed
to be defective, and it is said to have been arranged that a new pipe
should be fitted, although no immediate danger was apprehended.
The thread on the pipe appears, however, to have been in a worse
condition than was thought, and its holding power proved to be
insufficient to resist tho vibration caused by the engine passing over
rough roads.
CORRESPONDENCE.
Unfortunately one man was injured, and the case furnishes
another illustration of the importance of insuring that the means by
which all such fittings are attached to a boiler are in good condition.
This electric tramway system of Montreal comprises 75 miles
of track, traversed by from 170 to 200 motor-cars per diem ;
these cars run about 7,000,000 car-miles per annum, and carry
in round numbers 30,000,000 passengers. The speed at which
they travel through the streets is 7$ miles an hour, and the
service is kept up, according to the requirements of the town,
from 5 a.m. until 2 o'clock the next morning. The averages
of some three years' operations of the power station are
appended : —
Coal consumed per car-mile 7 lbs.
• Coal consumed per ton-mile 1 lb.
Coal consumed per electrical horse-power 2'75 lbs.
Power consumed per motor-car mile .... 2,000 watt-hours.
Power consumed per ton-mile 293 „
Resistance to haulage per ton (draw-bar pull) 147 lbs.
Aix interested in automotors should join the Self-Propelled
Traffic Association. Prospectus and full particulars can be
obtained of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate
Street, London, E.C. — (Advt.)
•#* We do not hold ourselves responsible for opinion* expressed by
our Correspondents.
•#* The name and address of the writer (not necessarily for publica-
tion) MC8T in all cases accompany Utters intended for insertion
or containing queries.
THE ENFIELD STEAM CARRIAGE.
To the Editor of The Atttomotob and Hobselesb Vehicle
JoUBNAL.
Deab Sie, — I have had great pleasure in reading your very able
report upon the heavy self-propelled vehicles in France. It proves
one thing : that an omnibus of four tons tare, carrying 20 persons,
can be propelled 14-7 miles at the cost, of &d. for fuel, and if we say
wuter and oil at. one halfpenny, total Sid. ; it is therefore a little
over one halfpenny per mile. The tanks hold 100 gallons, which
would be sufficient, for a journey of 23 miles.
Please compare the above with the
vaunted economy of the spirit motor.
Coventry Bollee, weight Si cwt., carry-
ing two persons and a portmanteau,
cost per mile said to be one halfpenny ;
Sterling motor, carrying three persons
and 100 lbs. of baggage 100 miles,
4s. Id., which is over one halfpenny
per mile.
I wish to bring to your notice the
splendid performance of the Enfield
Steam Carriage which ran in the year
1849. Number of passengers on
carriage, 50 ; average speed, 37 miles
per hour ; average consumption of coke
per mile, 11'48 lbs., or under Id. per
mile. We must not forget our worthy
friends, Messrs. Merryweatber and
Shand and Mason, who, I think, in the
year 1862 stood a very severe trial at
the Crystal Palace with their fire
engines, 100 lbs. pressure of steam from
cold water in 10 minutes 25 seconds
in the one case, and 10 minutes
51 seconds in the other.
What a lot we have learned since
the above periods when we are obliged
to fit our warships with a French
boiler.
That the Be Dion and Bouton omnibus gave every satisfaction is a
great credit to the designers, but to me there are some very grave
errors in the construction, both in the vehicle and the boiler. — Yours
faithfully, Henby Spobton.
Enfield.
[Our correspondent must not forget that the more important
advances in engineering science during the last 30 years have with
few exceptions been of French or German origin. French boilers,
viz., the " Belleville," Du Temple, Niclausse, and others are fitted
in Britisli warships simply because of their practical advantages. The
De Dion boiler is in our opinion one of the most suitable boilers for
road locomotion, as it provides the maximum of heating surface with
the minimum of weight. — Ed.]
jUftmT&rAcrui
A WORD FOR ELECTRICITY.
To the Editor of The Automotob and Horseless Vehicle
JOCBNAL.
Sib, — Though it is not to be doubted that for heavy, long-distance
traffic on common roads, steam-power will eventually be employed
in some form or other, it must be admitted that for lighter work it
is totally unsuitable. For steam machinery, with its numerous
complications, skilled attendance is a necessity, and two responsible
officials will always be required on a steam vehicle : one to drive and
the other to attend to the boiler and engines ; and for a small
private vehicle this is quite out of the question. Where steam fails,
however, there electricity may perhaps step in. Storage batteries
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Nora™*, 1897.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
73
are terribly heavy, no doubt, and not suitable for extended journeys
into remote wilds (at least, not at present), but against this manifest
weakness on their part may be set the following theoretical advan-
tages that are perhaps not impossible of praotical attainment : —
1. The employment of wind and water power in country districts
to charge cells automatically — a most important economy not
involving great outlay.
2. The possibility of converting the motor into a dynamo while
descending hills (instead of using a brake) and charging the cells,
thus regaining some of the en-rgy expended before in going up hill.
Then of course there are the admitted advantages of non-vibration,
cleanness, absence of noisome products, and ease of manipulation.
If, as suggested before, we suppose three pairs of wheels to be
provided, we obtain double battery space with the same steering
facility as in shorter vehicles, and the weight of the cells disposed
symmetrically on both sides of the central driving axle. There is
no reason, surely, why we should not make our " horseless " vehicles
quite as long as the horse and cart which now dominate our roads. —
I am, ic, A. J. A.
November 3rd.
[There is no reason why three pairs of wheels should not be
employed. We have always maintained that the effective length
of a horse-drawn vehicle is the distance between the nose of the beast
and the tail board, and motor- vehicles should be at least as long as
this.— Ed.]
MOTOR-CARS AND TAB LORD MAYOR'S SHOW.
To the Editor of The Automotob and Horseless Vehiclb
Journal.
Sib, — My directors will feel obliged by your inserting the
following correspondence, which has taken place between us and
the Lord Mayor and Sheriffs Company. My directors naturally
feel they have been treated unfairly. — Yours faithfully,
Tim fii.nssoN Lamina Accumulator Co. (Ltd.).
W. S. Natlob, Secretary.
4, Greenland Place, Camden Town, N.W.,
November 8th, 1897.
Lord Mayor and Sheriffs Committee, Guildhall, E.G.,
October 2ltt, 1897.
Deib Sib,
I am desired by Mr. Pannell to thank you very much for your
letter and the photograph, and to inform you that upon full
consideration the Committee do not see their way on the present
occasion to include a motor-car of any description in the procession.
Yours faithfully,
W. S. Naylor, Esq., J. W. Sandy, Asst. Secretary.
Elieson Lamina Accumulator Co. (Ltd.).
On November 5th a printed circular to the following effect was
received : —
Lord Mayor and Sheriffs Committee, Guildhall, E.C.,
November ilh, 1897.
Deab Sib,
I herewith enclose the Police instructions as to the time and
place for your electric carriage to join the procession. Be kind
enough to acknowledge the receipt, in order that I may be assured
that all arrangements are completed, so far as you are concerned.
Tours faithfully,
J. W. Sandy, Asst. Secretary.
The previous circular was acknowledged on the 5th instant, and
the following letter was received on the b'th instant : —
Lord Mayor and Sheriffs Committee, Guildhall, E.C.,
November blh, 1897.
Dear Sib,
A letter intended for someone else was posted to you last night
in error. The letter contained a direction for an electric carriage
to be in Coleman Street, on Tuesday next, to take part in the
procession.
Please to understand that this letter was intended for someone
other than yourself, and that, as you have been already informed,
the Committee cannot use your motor-car on this occasion.
Yours faithfully,
The Secretory, Wm. H. Pannbll, Eon. Sec.
Elieson' s Patent Electric Motor-Car Co.
THE BERLIN FIRE BRIGADE STEAM TRICYCLES.
To the Editor rf The Automotob ajtd Horseless Vehicle
JoUBNAL.
Dbvb Sir, — In your October, 1897i issue, you say, on p. 16, that
in Berlin the fire brigade employs steam tricycles. Will you be
good enough to get us particulars of these to carry one and two
poisons, along with best cash prices to trade and illustrations, as we
are open to bur if satisfactory, and take up agency to sell ? Your
kind attention will be much esteemed nnd oblige.
Harbison and Co.
Pocklington, October 29<A, 1897.
[We would suggest to our correspondents that they write to the
Berlin Municipal Au'horities.and to the British Embassy, at Berlin.
In tot'i cases they will, we are sure, be given every mfor nation.
They might also place themselves in c >mmunication with the nearest
German Consul. Or aga'n, they might communicate through their
locnl Chamber of Commerce, or through the London Chamber of
Commerce. We ourselves can hardly j>e expected to a-fc as com-
mercial agents for individual firms. — Ed.]
LOAN OP LECTURE SLIDES.
To the Editor of Thb Automotob and Horseless Vehicle
Journal.
Sib, — Will you allow me to say that I shall be happy to lend my
series of lantern slides of motor-carriages to any responsible
individual for lecture purposes.
There is so much ignorance in some localities as regards this nsw
means of locomotion that I hope lectures on the subject may be of
some use.
My slides now number about 60, some' unfortunately are rather
thick, so a good light is necessary. John Henby Knight.
[We have muoh pleasure in giving publicity to our correspondent's
offer, and quite agree that lectures such as he himself gave recently
at the Camera Club would be of distinct educational value in the
country districts. — Ed.]
DESIGN OF STEAM MOTOR.
To the Editor of Thb Autokotob and Horseless Vehicle
Journal.
Deab Sib. — As a constant reader of your interesting paper, I
should be pleased to hear if you could help me with a steam motor-
car I am having built here.
1. Can you give me address of maker of oil (paraffin) burners ?
2. Is there any suitable condenser made for steam cars, and who
should I apply to for design ?
8. The car I am building is to have four wheels— ought the power
be applied to the front or the back pair? which would give the most
hill -climbing power ?
Any information you c»n give me will be gratefully received. —
Yours truly, Louis Enohlauoh.
Leith, November 2nd, 1897.
[(1) and (2). Apply Liquid Fuel Engineering Company, Cowes,
Isle of Wight; also to Thorneycroft's, Chiswick, (3) The power
should be applied to the after-wheels. — Ed.]
WANT* AUT1MOTOB VEHICLES.
To the Editor of Thb Autokotob and Hobbblbbs Vehicle
Joubnal.
Deab Sib. — I am badly wanting to find the very best motor
carriages for a foreign country, to carry two, three, or more ton*
slowly. Also light motor-cars and tricycles of the very best kind.
I have heard of a foreign motor tricycle, said to be perfect, and of
which there are some half-dozen in England, or coming;, but 1 cannot
trace them.
If you can help me by iidvising me where to apply please do so,
or by sending me any copy or copies— back numbers of Journal —
which give the requisite information, please send them, and I will
send the money for them by return of post. — Yours faithfully,
Bexley, November 2nd, 1897. F. I. Cooke.
[We could not advise as to the "best" or "very best" motor
vehicle. Most of the better-known makes of motor vehicles advertise
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74
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Novembeb, 1897.
in our columns, or, if our correspondent can wait till our Diary for
1898 is issued, he will find therein a very complete directory of
makers, &c. Copies have been sent as requested. — Ed.]
THE VALUE OF ADVERTISEMENTS IN li THE AUTO-
MOTOR JOURNAL."
To the Editor of Thb Automotor and Hobseless Vehicle
Journal
Dbab Sib, — Please continue my advertisement this month and
until further notice.
I am pleased to inform you I have received 165 answers up to
now from the last advertisement, some of them from important
business people whom I had previously no idea were in any way
interested in motor-cars.
Wishing your much-appreciated journal continued success, I
remain, yours sincerely, F. Fbextzel.
November 10/A, 1897.
FLASHING BOILERS.
To the Editor of The Automotob and Horseless Vehicle
JOCBNAL.
Sib, — I duly received No. 1, Vol. II, of the Automotob, &c,
Journal, and sent P.O. and stamps (6*. 6d ) in payment of the
remaining numbers, and Id. for a copy of the " A. and H. V. Hand-
book."
Can jou give mc any information about flash boilers ? — Yours
truly, Alex. Douglas.
Stranraer Foundry, Stranraer, N.B.
[The flash boiler, which is an old English invention dating from
1736, depends upon the principle of supplying a large excess of
sensible heat to a very small quantity of water enclosed in a very
strong chamber whereby the evaporation is instantaneous. In prac-
tice very thick tubes, -39-inch to •45-inch thick, are flattened or
curved to a U section till the internal spaco is about 125 inch in
width. The tube is heated to about 800° to 900° C. (a red heat).
Water is injected into the thin lamina-like space,* and is instan-
taneously converted or flashed into steam. The pressure depends
upon the heat supplied directly, and upon the quantity of water
injected inversely. The best-known form of flash boiler is the
Serpollet. This system has often been described in the technical
journals, and a good account of it will be found in " Farman's Auto-
Cars" (Whittakor and Co.). We shall in a near issue describe the
Serpollet tramway system as used in Paris. — El).]
A VARIABLE SPEED GEAR.
To the Editor of The Automotor and Horseless Vehicle
Jocbnal.
Sib, — If I can produce a variable ratio and reversing gearing capable
of reversing or varying the ratio from maximum to minimum in
either direction from a motor running constantly in one direction,
are you open, or can you tell me of anyone who would be, to
negotiate for the patent rights in the same ?
The variation is positive, and is not affected by the uncertain slip
of a brake (although adaptable to that) .
The whole of the operations of starting, stopping, reversing, or
varying the ratio are controlled by one handle.
The gearing may be adapted to serve as anti-friction bearings for
the shaft or wheel to which it is applied ; and it is almost impossible
for the motor to stop through being overloaded, as in one form the
ratio is altered by the load itself when too ereot. There is scarcely
any loss by fricton in the gearing ; I should say about as much in
the entire gear as there is in a ball henring.
It may be used either as tooth or friction gearing, or both. It will
transmit a good rower as friction gearing, because of the large
number of contact points wo are able to provide by this arrangement.
An exhaustive search has not found any anticipation.
Several cycle makers and engineers who have seen it pronounce
it to be just what is wanted, and are negotiating for licences at
varying royalties, but I wont to get an influential gentleman who
could put the tiling on the market properly to take it up before
accepting their ofler» of 5*. per gear.
The chief objection to all friction gears has been that the whole
of the power has to be transmitted through one, or at most two,
points of contact. I can use 20 or 30, or more.
Another fault is, so much pressure must bo put on the bearings
to give sufficient grip that the metal crushes, and also a lot of
power is lost through friction in the bearings, due to the excessive
pressure. Mine has none of these objections. — Yours respectfully,
5, Strand, Southampton. W. Woolido'b.
[A good variable speed gear has undoubtedly a large field for
employment. We could not take steps to negotiate any business
matter, but no doubt the publication or your letter will cause some
of those interested to communicate with you. — Ed]
THE DURYEA MOTOR.
To the Editor o/The Automotob and Hobsbless Vbhicle
Journal.
Sib, — Can you tell your readers what has become of the Duryca
motor-car ? After seeing the excellent running of these American
cars on the trip to Brighton last year, one is surprised not to see
them more in evidence here.
A report has been whispered that the inventor was bribed by
another firm or rival company to take his ingenious vehicle back to
the States. Perhaps you can tell me if there is any truth in the
report. I enclose my card. N. Y. T.
November 2nd.
[We have no knowledge of the " bribery " mentioned by our
correspondent. The Duryea motor-car was temporarily in the hands
of Mr. McKim, of Cannon Street, who was adjudicated bankrupt
some little time back, since which this car seems to have dropped
quietly away. We believe, however, that a personal representative
of the Duryea Company has for some months past been in England
in connection with introducing the car to the British public, and no
doubt he has carried on active negotiations with various people to
that end, the result of which we shall probably see presently. — Ed.]
^^MMMM^MMMMMA^^^M
THE AUTOMOBILE CLUB OF FRANCE AND THE
SELF-PROPELLED TRAFFIC ASSOCIATION.
The following letter has been received from Mr. Andrew W. Barr,
the Secretary of the Self-Propelled Traffic Association, and we have
very much pleasure in giving it publicity in our columns :—
To Sib David Salomons, Bart., President of the Self- Propelled
Traffic Association.
November 4th, 1897.
Dear Sir, — I have the pleasure to inform you that af. a meeting
held yesterday, the Committee have finally appointed the Self-
Propelled Traffic Association to represent the Automobile Club de
France in Great Britain.
This step has been taken both as an acknowledgment of the
interest of which you have given us so many proofs, and as a mark
of sympathy with the Association over which you preside, and whose
members include so many distinguished elements with whom we are
happy to be identified.
As a result of this decision the members of your club when
staying in Paris may, upon the written request of the President
of "the Self-Propelled Traffic Association, have extended to thein
for the time being all the advantages enjoyed by our colleagues of
the Automobile Club of France.
Such members will receive for the purpose a personal card of
invitation, signed either by myself or by a member of the Council
of Administration.
Yours, &c,
Babcn de Zuylen de Ntbtklt.
W\AMMA«WwW«iM^#w^«
Ha hirdetok irjak kerunk a " The Automotob and Horse-
less Vkiuclk Journal " gondolni.
For the Irish and Scotch Regulations of Motors, see The
AUTOMOTOR AND H0R8ELES8 VuHICI.fe DlARY AND POCKET-BOOK
for 1897, which contains over 100 pages of information. Price
dd. ; post free, Id., of Messrs. F. King and Co., 62, St. Martin's
Lime, London, W.O.
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*0YiiuaB,i8rt.] THE AUtOMOTOR AtiD HORSELESS VEHICLE JOVRttAL.
is
PROCEEDINGS OF TECHNICAL SOCIETIES.
Heohanioal Propulsion on Canals.* — (continued.)
It is important to know huw the resistance of the samo boat,
loaded to the same draught, alters in passing from a canal of one
section to a canal of another. Some experiments upon this point
were made in 1894, of which the following is a brief account. It i
Q
may be premised that the ratio n *» _, which the wetted section Q
of the canal bears to the immersed midship section u of the boat,
obviously cannot sink below unity ; and also that, the more nearly
the ideal conditions of smooth water are approached, the more nearly
does the ratio » = - approach infinity. As a limit, therefore, it may
u
ft R
roughly be said in a general way that, when » — _ = 1, - =■ rc ;
u r
and when »■_»«,- » 1. In Table 7 is given the values of the
« r
Q J?
ratio of sections » <- - and of the ratio of resistances — , obtained from
u r
experiments made with the "Jeanne," a boat of the "Flute" class,
99 feet long and 16/44 feet wide, towed in the River Seine and in four
different canals, with draughts of 328 and 4'27 and 5 25 feet, and at
speeds of 0*82 to 410 feet per second or 0'5b" to 2'80 miles per hour.
In the River Seine, where the minimum value of the ratio n = -
u
was not less than 725, the ratio — which the resistance S in a canal
r
bears to the resistance r in a river, can without appreciable error be
taken as 100. From Table 7 it will be seen that, with a draught of
427 feet and at a speed of 246 feet per second or 1'68 mile per
hour, the ratio — of the resistances of the " Jeanne " is only 138 in
r
the Derivation de Joigny, where the ratio » of sections attains a
value of 6'39 ; while in the Canal du Nivernais, where the ratio » of
sections falls to 2*94, the ratio - of resistances rises to 382 : that
r
is, for a reduction to a little less than half in the ratio of the sections,
the ratio of the resistances is nearly tripled. This example shows
how great an influence the ratio of the sections has upon the resist-
ance. The figures given in Table 7 are purely experimental, and not
arrived at by any mathematical calculation. At the speed of
082 feet per second it will be noticed that the resistances in the
River Seine are the same at draughts of 3'28 and 4°27 feet; this is
probably due to the fact that the resistances were measured to the
nearest kilogramme, and therefore a difference of less than 2 lbs.
would not be noticed in converting the readings from French into
English measure.
Furtnmlce. — The foregoing results obtained by -M. de Mas afford a
means of checking the formula) usually adopted for the resistance
of boats to traction upon canals. The two following are believed by
the author to be the formula) most generally employed, in which
Q
n ■■ - : —
to F*j and, third, for a given boat tho proportions . - and
~Li-.~-'l are neither of them independent of the speed. Hence it
u ' - n-
will be seen that the two above formulas can give only wrong results.
Recently M. de Mas has been engaged on experiments with a view to
determine the variation of resistance offered to a boat when tho area
of cross-section of a canal is kept the same, while its width and depth
are altered ; his results, however, have not yet appeared.
S3?5S| ???.=? U?£?
.^ Z- U n U I — ^- ?i r: o I «- »» » »»
X « KoV3
K»V
» + 2
(i)
(2)
The first formula was propounded by Du Bust in the lost century,
and has been applied by D'Aubuisson to the resistance of boats upon
the Midi Canal. The second is deduced from the formula ueed for
an open expanse of water — namely, R •= KwV* — by substituting
for the absolute speed of the boat in open water its relative speed in
relation to the water flowing backwards past it, on the assumption
that the water would pass back from bow to stern at a uniform speed
through the narrowed sectiou O — w. From the results now obtained
by M. de Mas are deduced the three following conclusions: — First,
for a boat hauled at a given speed, V, the resistance to traction is not
proportional either to or to - - „ ; second, for a boat kept
» + 2 (« — 1)-
at a constant draught the resistance to traction is not proportional
" AUtnct of paper read by ;Mr. Leslie Robinsox at the Institution of
llecbanloal Engineer*.
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It has been found over and over again that, as the deplh of a canal
is augmented, the ease with which a boat can to towed is increased.
In the discussion upon the late Mr. F. R. Conder's paper upon
"Speed on Canals" ("Proceedings Inst. C.K.," 1884, vol. lxxvi,
E. 160), it was stated by Mr. Robert Gordon (p. 198) that within the
mits of his experience retardation of speed and deficient steering
power " were much more strikingly developed in shoal water, with
only a few feet between tbe bottom of the vessel and the bed of
the canal, whatever the breadth of the stream might be, than in a
restricted narrower section of greater deplh." On the Forth and
Clyde Canal, on which there is steam navigation, and where,
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THE AUTOMOTOB AND HORSELESS VEHICLE JOURNAL. [Novkhbbb, 1887.
according to Sir Arthur Cotton, the ratio of wetted section O of canal'
to immersed cross-soction w of boat amounts to 3 : 1, it is found that
a higher speed than fire miles per hour cannot be adopted, because
above this speed the water is not delivered quickly enough at the
stern to admit of effective steering. In the discussion upon Messrs.
Clegram and Healy's papers in 1866 (" Proceedings Inst. C.E.,"
1866, vol. xxvi, p. 1) the two following conclusions were drawn by
Mr. William Beardmore (p. 48) :— " Firstly, that with any flnt-
bottomed vessel propelled by a screw, immersed to its full diameter
in a canal where the sectional area of the vessel was less than one-
seventh part of that of the whole waterway, the speed was sensibly
affected (independently of the laws of motion of bodies through
narrow canals) wherever the dopth below the vessel's bottom did not
exceed two-thirds of the diameter of the screw. Secondly, that when
the sectional area and depth of canal were less than the above
proportions, the velocity at which the screw could be worked with
advantage was limited by the speed with which the water could pass
beneath the boat so as to feed the screw. In other words, if a speed
were obtained beyond that at which the water would pass to the
screw, the engine power was wasted in churning the bottom water."
Speed. — The speed attainable upon a canal must necessarily be
limited by the consideration of the preservation of the banks. Up to
a speed of tbree miles per hour it was found by Dr. Pole that no
waves were formed which had an injurious effect on the sides of the
canal; but above that speed breaking waves became de^ eloped, and
had a most destructive effect upon the banks. At moderate speeds
it has been found that the wasting of the banks extends only about
1 foot above and below the water level. The difficulty of preserving
the banks was one of tho great hindrances to the use of steam power
upon canals. When it was first determined about 1860 to try towing
by steam upon the Ashby-de-la-Zouch Canal, the railway owning the
canal objected ; and the matter was referred to Dr. Pole, who tried
a boat propelled by a screw at different speeds, with the result
already mentioned, namely, that no damage was done up to three
miles per hour, but that above this speed breaking waves were formed.
The highest speed allowed in Franco is from six to eight kilometres,
or about 3} to 5 miles per hour, while in England three miles per hour
is the usual speed. In narrow canals, and in tunnels such as that on
the Canal de Saint-Quentin, the speed has to be further reduced,
owing to the heaping up of the water in front of the boat. An
- instance is cited by Lermoyez in 1863, in which the last of a train of
barges was left on a dry keel, owing to the water not being able to
flow backwards past the boats quickly enough to supply the void
caused by their passage. They acted indeed like the plunger of a
pump, forcing the water before them : and the only way in which
they could be moved along was by waiting for intervals of 20 minutes
until the water had returned to its normal level in the canal. Even
in a moderately wide canal, by keeping the traffic moving con-
tinuously in the same direction over a distance of 30 miles for a
whole day, Scott Russell found the water raised 18 inches higher at
one end of the canal and lowered 18 inches at the other, making a
total difference of level of three feet.
With regard to altering the shape of the boat in order to gain
increased ease of traction, the experiments of M. de Mag may be
again referred to. He has experimented with two builds of boat
already mentioned, .which are known locally as a " Peniche" and a
" Toue " (ferry-boat) , having the same length of water line and the same
width amidships. The " Peniche " is but slightly rounded at each
end, and the bottom is only slightly cut away at the stem and the
stern; the boat is therefore full-bodied, the coefficient of fineness
being 99 per cent., that is, the ratio which the volume of the
displacement bears to the parallelepiped circumscribing the immersed
hull is 99 per cent. The " Toue is square at the stern, but rather
more cut away at the bow than the " Peniche," and its coefficient of
fineness is consequently reduced to 97 per cent. Both these builds
of boat have flat bottom and parallel sides. With a draught of
4-27 feet and at a speed of 1'68 miles per hour the resistance of the
" Toue " is 232 lbs. less than of the " Peniche," while with a draught
of 5"25 feet and at the same speed the decrease is 366 lbs. The loss
of carrying capacity in the " Toue " consequent on the difference in
shape, is 59 tons ; so that for this small reduction in carrying
capacity there is a considerable diminution of resistance to traction,
and a consequent increase in speed might be obtained. The resistance
of boats to traction is also increased in going round curves ; and
M. Flamant (" Annales des Ponts et Chaussees," 1881, vol. i, p. 214)
has shown that the power required to tow a boat round a curve of
828 feet radius is just double that required on a straight stretch
of canal having the same cross section as the curve. French canals,
however, are usually made of extra width in curves ; and it is then
found that a curve of 328 feet radius does not materially increase the
resistance to traction on a canal intended to carry boats of 125 to
128 feet length and 16J feet width.
Mechanical PropuUion. — There are four different methods in use
for the mechanical traction or propulsion of boats upon canals, which
will bo taken in the following order : — (1) propulsion by screwa
worked either by steam, by petroleum motors, or bv electricity ;
(2) hauling upon a submerged chain or wire rope lying along the
bed of the canal ; (8) attachment to an endless running rope working
along the canal bank ; (4) towing by a locomotive running along the
canal path. These the author believes are thn only plans at present
in use on canals, or passing through the experimental stage. Upon
the Continent a few stern-wheel steamers are in existence on rivers r
but they are seldom used on canals, because they occupy so much
room in the locks, and the stern wheel takes up a good deal of
valuable space that might be occupied by cargo.
( To be continued.)
Some Points in Cycle Construction.*
The rapid development of the modern bicycle is mainly if not
entirely due to the influence of the racing track in securing the
extinction of the least fit. The advance has been made by a lengthy
and expensive process of trial and error; but this process would have
been far more tedious and expensive, if it had been left to tho
judgment of the average rider to decide what constituted fitness. It
is in the final struggle at the end of a well -con tested race that the fine
shades of difference in the speed of machines have been discriminated.
This method of experiment may eventually give plice to others more
scientific and more exact j but the latter are hardly likely to be se
popular. It is now generally understood that the property of speed,
possessed in such various degrees by cyles, is mainly a negative
property ; that is, it is the absence of any means of dissipating the
energy transmitted through the mechanism ; in fine, the whole
question b one of efficiency. The best machine both for racing and
lor ordinary riding is that which is most efficient. The principal
causes of inefficiency in a cycle are — want of rigidity, and friction : —
A cycle which should bo absolutely rigid 'and entirely without
friction would have an efficiency of 100 per cent. ; that is to say, it
represents an ideal perfection which cannot be exceeded, and cannot
actually be attained.
Rigidity. — Of these two sources of inefficiency, it is probable that
want of rigidity is the most important. It is in this particular that
cycles differ far more than in friction ; and it is invariably found
that the more rigid machine is also ihe faster. The cause is twofold.
Firstly, the work done in springing the frame out of shape at each
stroke of the foot is not spent in driving at the end of the downstroke,
but only in lifting the foot at the beginning of the upstroke. The
amount of exertion wasted in this way may be fairly estimated by
sitting on a machine with the wheels fixed, and alternately applying
and relieving the pressure of the foot on the pedal ; the more springy
the machine, the greater will be the fatigue experienced. Secondly,
the springing of the frame causes a general condition of instability;
due partly to the alteration of the balance through lateral movement
of the pedals, and partly to the wheels being forced out of line,
thereby causing the machine to swerve from side to side, instead of
running a true course. Although the loss of efficiency from this
cause may seem slight, the sense of instability has a disastrous effect
in marring a sudden effort or in aggravating a steep hill.
Friction. — In a machine with well-constructed bearings, friction
is mainly due to the chain. The consequent loss has been variously
estimated, as low as 1 per cent, of the total power has been recently
given. If this were correct, chain driving would be the most efficient
means of transmitting power at present known. Probably, however,
the loss was measured when the chain was not doing any work,
which would make the test fallacious. About 5 per cent, seems
nearer the truth. The means of avoiding these various sources- of
inefficiency may be considered in detail ; and at tho same time the
means by which the ordinary stresses in a vertical plane may be met
with the minimum of material.
Factor of Safety. — It has been said tiiat the factor of safely for
a cycle frame is about 1|. If this is understood to mean that a
machine designed for a 12-stone rider should not be ridden by one
exceeding 15 stone, it is probably not far out in most cases ; yet
• Paper read by Mr. F. J. Osmond, of Birmingham, at the Institution ol
Mechanical Engineers.
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Notjmmb, 18970 TBE AUT0M0TQR AND &0RSELES8 VESICLE JOURNAL.
77
a well-built fr&me will carry a steady load of at least 10 limes this
weight without injury. The difference between these two statements
is due to the fact that the front part of the frame is exposed to
shocks which must cause bending stresses near the head ; for if the
two front tubes are arranged so that their axes intersect vertically
above the axle of the front wheel, the stresses are only pure tension
and compression, so long as the force acting through tho front axle
is purely vertical. It is evident that this is not the case when the
front wheel meets a brick or other obstacle which represents a force
acting obliquely ; whilst when the wheel drops on the other side of
the obstacle there is a shock which is vertical. It is 'thus impossible
to avoid bending; and the best compromise is obtained by making
the axes of the two tubes meet some distance behind the per-
pendicular through the front axle. This consideration is sufficient to
justify the present shape of frame with short bead and horizontal
top-tube. Any considerable obstacle surmounted by the front wheel
causes two distinct shocks, the first oblique and the second vertical ;
and these shocks will in general tend to bend the front tubes first in
one direction and then in the other. The bending moments are
greatest close to tho head, just where ttie tubes have been
■weakened by brazing ; it is, therefore, necessary to provide /some
local strengthening. This, the author gives by shrinking a reinforce-
ment about 4 inches long upon the outside of the tube ends ; the
tubes are brazed together at the ends, tapered in a lathe, and the
■whole then brazed into the lug. "Ry this means the part weakened
by the brazing is kept within the reinforcement, and breakage is
practically impossible.
Large Tube*. — Although there is an evident advantage in increasing
the diameter of tubes subjected to bending and tension, yet, as the
thickness must be reduced in order to retain the same weight, a
limiting ratio of diameter to thickness is soon reached, which cannot
be exceeded without danger of tho tube failing through buckling
induced by some small local stress due to dents, &c. This ratio is
much smaller when the tubes are curved, as in handle-bars, which, if
made of too thin metal, will fail at the bend, and not at the junction
with the stem, where they ought to fail first if their strength is
calculated from the bending moment only. In multicycles, where
heavier tubes are necessary, the diameters may be considerably
increased with great advantage to the general strength and rigidity.
For tandem and triplet cycles tho author makes tubes 25 per cent,
larger in diameter than for single machines, which gives about 50 per
cent, more rigidity for the same weight.
Aluminium Frames. — The advantages of aluminium and its alloys,
as compared with steel, have been so often urged that a few facts may
be interesting. The best aluminium alloys have about 16 per cent,
less strength and rigidity when drawn into tube than a steel tube of
the same weight and outside diameter ; but owing to its much
greater thickness the aluminium tube can be made of larger diameter
without danger of buckling. For handle-bars aluminium has greater
advantages, and if it could be readily plated) it would be really
valuable for this purpose. The difficulty of jointing is much against
it in most cases. For the comparison of strength and rigidity the
tubes tested were both 1 inch outside diameter, and practically of the
same weight per foot ; the steel tube was 20 gauge or 0036 inch
thick, and the aluminium alloy 12 gauge or O'llO inch thick. The
superiority of the steel tube was due to its greater mean diameter ;
making allowance for this, the strengths and stiffnesses of the two
materials are nearly equal. The maximum stress in the steel tube
was 52 tons per square inch, and in the aluminium alloy 18'7 tons per
square inch. The effect of a brazing heat was to reduce the strength
of the steel by 45 per cent., thus bringing down its maximum stress
to 28-6 tons per squure inch ; the stiffness was unaffected.
Testing of Tubes, — In testiug tubes it is necessary to take special
precautions in order to avoid buckling by local stress. For example,
if the tube is supported at the ends and loaded at tho centre, it
should be of considerable length, say 3 feet for 1 inch diameter, and
the load should be suspended by a broad leather strap, so as to dis-
tribute the pressure over a large surface. Through tho neglect of
these precautions the results of many published tests have been
rendered entirely misleading. The advantages so often claimed for
"webbed" tubes are apparent only when the tube is tested in short
lengths and loaded in the centre. Under these conditions a plain
tube is crushed in at tho point where the load is applied, which is
also the point of maximum compression stress due to the bending.
It therefore fails prematurely from a local stress, which has no
counterpart in the working stresses of a cycle. When tested with
proper precautions, webbed tubes are both weaker and less rigid,
weight for weight, than plain tubes, a result which accords with
theory. The same may bo said of various other sections. It is in
many cases better to test by brazing a solid plug into one end of the
tube, and having clamped this end, to load the other end ; in this
way all unfair stress is avoided. Corrugated tubes have the advan-
tage of resisting local stress better than plain tubes ; but they are
less rigid, weight for weight, and present difficulties in jointing.
Nickel steel is as rigid as carbon steel, and has the advantage of a
higher elastic limit; it is therefore well suited for the two front tubes
of a cycle, which are the most subject to vibration. In other parte,
where the elastic limit is not so nearly approached, it has no advan-
tage over ordinury steel. It is a mistake to suppose that the mildest
steel is the safest under vibration ; owing to its low elastic limit it is
moro liable to break off short from vibration than harder steel
containing up to 0'8 per cent, of carbon.
Means of Securing Rigidity. — In considering the design of a safety
bicycle frame, too little attention is generally paid to what may
be called the driving stresses; that is, those set up by the pressure
of the foot upon the pedal, which causes lateral distortion of the
frame. There are two distinct cases to be considered — first, when
tho pressure of the foot is balanced by a pull at the handle oij
the same side ; and second, when there is no pull at the handle.
In the first case, when tho pressure of the foot is balanced by a
pull at the handle on the same side, the distortion is confined
mainly to the front part of the frame, consisting of the head tube,
the upper and lower front tubes, and the seat-socket tube. Each
member of this quadrilateral is subjected to both torsion and
bending. If any one of these members is so strengthened that its
bending and twisting are diminished, then the strength of the
adjacent members is also increased, so that much greater forces
are required to produce a given distortion. Now the head tube
being short compared with the other members, an increase in its
thickness is accompanied by. an increase in the stiffness of the
frame out of all proportion to the increase of weight. This stiff-
ness is also increased up to a certain point by shortening the head
tube. The long heads in vogue a few years ago rendered the frame
more springy, while the present pattern of frame, with horizontal
top tube and comparatively short head, is much better in this
respect. The torsion of the seat-socket tube is greatly diminished
if the rear port of the frame is rigidly connected, instead of being
merely bolted together. When the torsion of the head tube and
seat-socket tube is thus minimised, rigidity is secured by providing
top and bottom front tubes of suitable diameter and thickness.
In the second case, when the pressure of the foot is not balanced
by a pull on the handle, the distortion is not confined to the front
part of the frame, but every member is twisted and bent simul-
taneously. The rigidity thus depends mainly on the joints through-
out tho frame. In a machine wanting in rigidity, the wheels and
the frame are no longer in the same plane ; the wheel inclines to one
side of the vertical and the frame to the other, and the direction
of the inclination alters at each stroke of the foot. The stresses
thus set up are much the same as if the wheels were fixed, and the)
frame twisted by means of the seat pillar. If the joints are made
merely by flattening the ends of the tubes and then bolting up, the
frame is liable to be rickety, because under bending and twisting
stresses such joints will give more than the whole length of the tube.
This source of weakness is avoided in the author's practice by
brazing the back forks and chain stays together, without any flat-
tening or weakening of section, and by reinforcing the joint with a
wrapping of sheet steel. At the junction of the sent-eocket tube
the back forks are also brazed on, and the solid end-piece, after
brazing in, is recessed to take the seat-pillar bolt. This connection
is so rigid as to permit of dispensing with the usual bridge above
the back wheel. In the same way tho ends of the front fork are
stiffened so as to increase the lateral rigidity greatly, as compared
with the usual make of flattened-tube fork-end. In the fork crown
the weakest feature of the ordinary double-plate pattern is the
smallness of the brazing surface, which sometimes results in the
tearing apart of the joint. This is remedied by 'fitting the fork
blades into a practically continuous socket joining the crown plates,
thereby so greatly increasing the brazing surface as to reduce the
maximum stress on the solder, and to eliminate all chance of
breakage.
Chain Stags. — The chain stays are perhaps the most important
part of the 1'ramo of a cycle ; they are certainly the part about
which the greatest difference of opinion exists. Before the extreme
importance was realised of a narrow tread for constituting a straight-
running machine, round chain stays of \ inch diameter were often
used, which gave ample stiffness ; but now that there is a premium
on every A inch under 5 inches clear width between the pedals, it is
necessary to reduce this diameter to about i inch. Now a tube ,qf
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TffE '' AUfOMOtOA AND KORStfLESS VESICLE JOUkNAt.
[NovsiiBBH, 189?.
round section | inch diameter is only about half as stiff as one
i inch diameter of the same weight, and has only about 70 per cent, of
the strength. It therefore becomes necessary to use a section giving
greater rigidity and strength than the ordinary round tube. The
choice lies between oval, reotangular, and D sections. The last of
these has been chosen by the author as the most suitable, in con-
sideration of the nature of the stresses to be met. The weight of
the rider puts the chain stays in tension ; but this tension is small
compared with that produced when the foot is exerting its maximum
pressure on the pedal. The nature of the deformation produced
by the chain tension may be investigated by tightening up the
chain, and then squeezing its upper and lower spans together. It
will be seen that both of the chain stays are thereby bent towards
the chain side, because, being connected by the back axle, one
cannot move without the other ; and the final result is a bending
in four places, two on each side, namely, close to the bridge
and close to the back axle. The chain stays designed by the author
are shaped with a slight bend in the middle, so as to clear the crank
end. This construction has been criticised as causing a bending
moment at that point, tending to buckle inwards the stay on the
chain side ; but experiment shows that the total bending moment is
not a maximum at tbat point, and that consequently the slight
inward bend does no harm. On the other hand a sharp bend near
the bridge is a source of weakness, which is best guarded against by
using a steel casting at this point, instead of merely bending the tube.
The bending moment, which is due to the back axle not being exactly
in line with the back forks in some portions of the " chain adjust-
ment," amounts in extreme cases to about 70 inch-pounds, which
means only a small stress on the D tubes that are used. The stress,
moreover, is perfectly symmetrical, and causes no lateral distortion of
the frame. The advantage claimed for the radial or swinging adjust-
ment—namely, that the axle is always in the centre line of the back
forks — is thus of small account, and is far more than counter-
balanced by the want of lateral stiffness in that adjustment. Uy the
" chain adjustment " is meant the path of the back axle along the
slot provided for the purpose of adjusting the tension of the chain ;
when the back forks are bolted to the axle, the weight of the rider is
taken direct by the axle ; but when the frame is brazed together at
this point, the axle moves away from the point where the centre lines
intersect.
D Tubes. — On the subject of D tubes for ohain stays there exists
some amount of misapprehension. They were introduced by the
author partly because the flat inner surface is convenient for the
nut on the back axle to be locked against, and partly because, for the
same width and weight, they are more rigid than either round or oval
tubes. It must be borne in mind that, in order to attain the requisite
rigidity, it is necessary in general to increase the section of chain
stays beyond what is required for mere strength j it is therefore the
rigidity of the different sections that has to be compared, and not
their strength. It has been argued by a recent writer on cycle con-
struction that, weight for weight, a tube of semicircular section is
only 1 per cent, stronger than a tube of circular section, if both
are of infinitesimal thickness. Now the D tubes employed by the
author are not of semicircular section, and they are at least 20 gauge
or O'OSG inch thick. A semicircular tube is about 16 per cent,
stiffer than a circular tube, weight for weight, if both are of
infinitesimal thickness ; and when the thickness becomes finite, the
advantage is still greater. A | inch semicircular tube of 20 gauge or
0036 inch thickness is about 25 per cent, stiffer than a \ inch circular
tube of the same weight, since the thickness of the latter must be
about 17 gauge or 0034 inch, and its mean diameter is therefore less.
The section used by tho author, however, is not semicircular, but
much more resembles the shape of the letter from which it takes its
name. Theoretically, a rectangular section is the best possible ; but
its appearanco on a cycle is so hideous as to be out of the question.
If for equal weight the relative stiffness of a tube of circular section,
i inch diameter and about 17 gauge thickness, be represented by 100,
then the results of tests of oval and 1) and rectangular sections, all
three rolled from a round tube of -jj inch diameter, will compare as
follows : —
Round tube, 0-65 diameter x 0-Ooi thickness, relative stiffness, Wo.
Oval ,. 0 -65 wide x 1-125 deep x 0 036 thick, „ „ II*.
D „ 0-S5 „ 1-070 ., 0-036 ,, „ „ i:wj.
Keotaugular 0-94 „ 0-825 „ 0-036 „ „ „ 146J.
It will thus be seen that the D section now adopted is only about
7 per cent, less stiff than the rectangular, which is the best that can
be rolled out of a round tube of the same diameter and to the same
width.
Various webbed sections have from time to time been proposed
and advantages have been claimed for them on the strength of tests
which mainly show resistance to local crushing in one particular
direction, and give no indication whatever of the value of the section
when made* up into a cycle. Tests made on webbed D tube, by
brazing a plug into one end and loading the other, show that it is
6 per cent, less strong and 15 per cent, less stiff than plain D tube of
the same weight and external size. It i« important to realise that
the material of a tube should be kept as far away from the neutral
axis as possible.
Multicycles. — The necessity for lateral rigidity is even more
apparent in multicycles than in single machines. It is found that
any want of unison in the efforts of the riders has a disconcerting
effect, which greatly detracts from the pace and from the power of
going up hills. It is only by the employment of tubes of larger
diameter that the increased distorting stresses can be properly met.
The form of frame now generally adopted was first used by the
author in 1895, and has for its principal feature a horizontal tube
running from the bottom of the head, parallel with the top tube
which starts from the top of the head ; the lower line of tube is
braced by means of light diagonals to a single bottom lube of 1} inches
diameter. This form of frame, whilst not superior in strength or
rigidity to that having diagonals running from the top tube to the
bottom without an intermediate tube, possesses a great oommercial
advantage in the fact that frames can be built of different heights
without altering the angles of the lugs simply by raising the top
tube. It is advisable to unite the rear end of the intermediate tube
to the baok forks by a short fork, which increases the lateral rigidity.
There seems to be a general tendency to duplicate the back fork in
multicycles j but greater rigidity can be secured by means of a single
fork of large section, provided that it is properly connected to tbe
top of the rear seat-pillar lug. In the same way a single tube of
1} inches diameter connecting the various crank-brackets gives
greater rigidity than the more usual arrangement of two 1-inch tubes,
placed either side by side or one above the other. The method
devised by the author of fixing the back axle by nuts locking against
the inner surface of the chain stays, gives a rather wider spread to
the back forks than is usual, which is an advantage in improving the
bracing between the axle and the seat-pillar lug.
Chains. — The great advantage of a roller chain, when exposed to
mud or dust, led the author to consider why the block chain was so
generally admitted to be the faster of the two j and the conclusion
he came to was that it is a question of smoothness of running.
The roller-chain links were at least 1 inoh long from centre to
centre of eyes, whilst those of the block chain were alternately
0°4 inch and 0'6 inch. By shortening the links, therefore, to half
an inch, he concluded that the roller chain would run more
smoothly, and consequently be faster than the block ohain. It
was found indeed that roller chains of t-inch pitch were already
contemplated by the chain makers ; but as this length is slightly in
excess of the longer of the block-chain links, there is no advantage
in smoothness or speed. It was questioned whether the chain and
wheel of "t-inch pitch could be made a success in practice, but experi-
ence has fully justified the expectations on this point. The smooth-
ness of running with gearing of this pitch is remarkable, whilst its
excellent behaviour when covered with mud or dust renders a casing
almost superfluous.
Qear and Crank Length. — The question of gear is so closely con-
nected with that of crank length that they cannot properly be
considered separately. For it is evident that a gear of 60 inches
does not represent the same conditions with a 6-inch crank as when
one of 7 inches is used ; and similarly it would not bo reasonable to
expect that a leg 36 inches long will he suited by a length of crank
which suits a leg 32 inches long. The length of crank must be
decided by the rider's natural length of stride, and the ratio of
multiplication of gear to length of crank must depend upon his
muscular development, both of which data may be approximately
ascertained by measurement. The gear is then the product of the
two factors so determined. The maximum ratio of multiplication
for road riding is about 12 times, and the minimum about nine times.
Tho maximum length of crank may be taken as about 7i inches,
and the minimum 6 inches. Hence the gear may vary from 90 inches
down to 54 inches.
Om De maatte reflectere orenstaaeD.de Avertissement, behag
da ta novne "The Automotor and Horseless Vehicle
Journal."
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Novbmbeb, 1897.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
79
NEW INVENTIONS.
CUtiming particularly to apply directly or indirectly to Motor
Vehicle*, £[c.
Compiled for'.'Tm Automotob and Hobsblbbs Ybhiolb Journal"
by Hbbbebt Haddak and Co., Registered Patent Agents, of
13, Buckingham Street, Strand, W.O., London.
•»• At the request of a number of subscriber* we are pleated to
announce thatfbr the future toe have arranged to more thoroughly
cover the field of completed Patents referring to the Motor- Car
Industry, by r "producing the latest Specifications and Diagrams.
Patents Applied For.
Abbreviations : Impts., Improvements in ; Belg., Relating to.
im>;.
Oct. 1.
32,36.").
22,.W.
22,590.
„ ft.
s.
22,785.
22,795.
.. ».
22,932.
., 8.
23.087.
23,094.
,. 11.
■ „ 11.
., 11.
,. 11-
„ IS.
.. 13.
„ IS.
„ 1».
2H.2S0.
23,357.
23.SH7.
23,:«5X.
23,5112.
23,528.
2:1,723.
23,792.
,. If.
23,803.
., 1«.
23,822.
,. If-
23,974.
24.U32.
„ li>.
» 1»-
.. 21.
24.0W).
24,078.
24,295.
„ 21.
.. 23.
24,355.
24,473.
.. 22.
.. 23.
24,494.
24,597.
„ 85.
„ 25.
24,656.
24,712.
„ 25.
.. 29.
24,813.
26,082.
„ 29.
.. 30-
.. 30.
., 30.
25,066.
25,168.
25,189.
25,235.
Specifications Published,
The bearings, F, are fixed to brackets which are bolted to 'the motor. The
ooimterahaft, D, is parallel to the orank shaft, and is driven by the chain
and chain wheels. G and Q 1, at half the speed of the crank shaft. It carries
the cam, E, for operating the exhaust valve, and transmits the power of the
motor to the shaft or axle, J. The countershaft, D, thus serves the double
purpose, it is conveniently placed parallel with the other, and runs more
silently, being driven by a chntn. '
In Fig. 2, K is the frame of the vehicle. L L the vehicle wheels, rigidly fixed
to the portions of the axle, L 1 and L 2 ; M, M1, are the friction discs fixed at
the other ends of the axle shafts, L 1 and L 2 ; N, N", are the friction rollers,
O is a toothed wheel keyed to the shaft, P. which is driven by the motor,
it gears with the wheel, O1. which is fixed to the shaft, P1. The gear wheel,
O', has the same number of teeth as the wheel, O. the shaft, P>, therefore
rotates at the same speed as the shaft, P, but In the opposite direction. The
rollers, N, N1, slide on feathers on the shafts. P, P1, and are simultaneously
operated b*> a lever (not shown) from the seat of the carriage. In the position
of the friction rollers, N, H1, shown. If they are moved nearer the bearings, P 4
and P 5, they cease to drive as the pressure lessens at the peripheries owing
/«**
J. Babpkr. Impts. tractors for vehicles and motor-care.
K. F. Moohk. Speed alarm and recorder.
J. J. Slack and W. Houohton. Impts. saddles for motor-
cars, Ac.
A. Eckford. Impts. relg. motor street-sweeping machines.
A. JoRimx and J. Q. H. Browne. Application of three-
cylinder engines to vehicles.
E. H. Hodokinsox. Impts. velocipedes and automotor-
carriages.
P. Woodcock. Chains for cycles and motor-cars.
BoWdkx, Hovj.e, and Urquhakt. Impts. motor-propelled
vehicles.
C. Lee. Impts. motor-cars.
W. E. Simpson. Impts. motors and motor-driven vehicles.
W. Klikmt and A. Heikkmann. Impts. driving gear.
Kliemt and Hkinemakn. Impts. motor-ears, Ac.
W. H. Tyk. Spring wheel for road vehicles.
H. C. L. Holden. Controlling and regulating motors.
W. Houohton. Impts. saddles for cycles, motor-cars. &c.
F. W. Schneider. Impts. relg. electric propulsion cf
vehicles.
Dkxeoeon et Cik. Mechanism for varying the speed of
automotor- vehicles.
B. C. Blkchyxpex and R. Y. McIktosh. Impts. self-
Sropelled vehicles.
. Carey. Variable speed driving gear.
C. Tknnktt, W. Ambler, and A. J. Kiley. Impts. self-
propelled vehicles.
A. 8. Bowlky. Frame fittings for auto-vehicles, Ac.
H. O'Kkilly. Impts. cycles, motor-cars, Ac.
J. B. Heal and a. H. Heal. Acetylene gas generator for
road vehicles, Ac.
C. H. Hall, Junr. Impts. mudguard bridges.
W. C. Flayer and J. Pearxon. Impts. joints of cycle and
motor-car frames.
H. J. Lawsok. Impts. relg. motor-vehicles.
W. 8. 8 kith and H. T. Bobebt. Multiple speed gear and
driving mechanism.
T.Moody. Impts. driving gear.
P. B. Doolittxe (W. J. Still and T. Bknoocoh). Motor
apparatus for propelling vehicles.
C. H. Harrows. Impts. motor road vehicles.
A. Hodukisson and F. Bedford. Impts. relg. to handle-
bars.
J. B. Moroax. Impto. driving gear.
O. A. J. Sohott. Safety guard for motor-vehicles.
K. 8. Bono. Acetylene gas apparatus for motoi -vehicles, Ac.
The Hon. B. T. A). Brouuham. Roller bearing locking or
mder carriage for electrical vehicles.
14,766. Oil Engines for Propelling- Carriages, Sec. James
Roots, 100, Westminster Bridge Boad, London, July 3r.l,
1896.
Fig. I shows the met'.od of connecting the valve and power countershaft
to the motor.
Fig. 2, the plan of a portion of the frame of an oil motor vehicle, showing
the friction discs and rollers.
Fig. 4 Is an elevation of a portion of an engine, showing the arrangement of
the starting and automatic burners.
In Fig. 1, A is the cylinder, B the crank shaft, C the enclosed and aittlght
crank pit, 1> the half speed shaft, E the cam for operating the exhaust van?**,
F the bearings carrying the half speed shaft , which are fixed to the motor,
a third bearin g not shown is fixed to the vehicle frame, G, the chain wheel
»m the crank shaft, having half the number of teeth of the chain wheel.
Gl; H. H, are friction clutches operated by a fork lever not shown, fitting in
the groove, H1, by fhlch either of the chains, 1, 1, are thrown Into gear to
drive the axle or sin t , J.
The exhaust valve and the method of operating It by the mm, E, nre not
shown, ami may !>e rf the usnai construction.
to the turned away edges of the discs, M, M'. If the rollers, N, N>, are moved
toward the centre of the discs, they Increase the speed of the vehicle until they
reach the hollowed out centres, M", M», when they again cease to drive. If the
movement be continued toward the bearings, P 2, P 3, tbeu the vehicle is
reversed. Means may be provided (not shown) for compressing the shatts, P
and P1, together when it is desired to reverse or to place the rollers at a different
position on the discs.
The shaft bearings are fitted in a guide and pressed apart by a spring, but
prevented from exceeding a certain adjusted distance by set screws, so that the
shafts need not be out of the paralled by more than fa inch. One shaft may be
the counter shaft of the motor, or may be driven by tne motor In any convenient
manner such as a chain and cliain wheels, or flexible coupling.
A ratchet and pawl may be fitted, if desired, in some intermediate position
between the wheels.
In Fig. 4, Q is the lamp reservoir which is not more than half filled, so as to
allow room for compressed air at the top of the reservoir. K is the air pump
operated by means of a bell crank lever connected to the side shaft of the eugine
(uot shown). S is the pipe conveying the oil under pressure to the burner, 8 1 ,
a pressure burner of usual construction. T Is the pipe conveying the air blast
from the reservoir, Q. to the oil feeder, TJ (U 1 Is the oil supply pipe). In the
space round the oil feeder, U, which is operated in the usual manner, described
in my former specifications, may be fitted cotton or other absorbent material.
i * f r
cp-^:|4"It^-:c ]
-111
•k.T*» i "♦* [|
Prom V the blast of air carries the oil fed thereto, by means of the pipe, T 1,
to the pipe or channel surrounding the flame and ignition tube within a rasing.
The pipe or channel terminates in a nozzle which direct* the air blast flame upon
the ignition tube. In starting the engine, Kig. 4, the cock on the pipe, T, is
closed, air is pumped to a pressure of a few pounds per square inch in the
reservoir, Q, the cock on tne pipe, S, is opened and the burner, S I, started in
the usual manner.
After the engine is started, to obviate the uncertainty of the type of burner,
such as 8 1, the automatic burner is brought into action, by closing the cock on
the pipe, IS, and opening the oock on the pipe, T.
The engine continues to pump air by the pump, B Into Q, which is conveyed
by the pipe, T, and sweeps off the oil fed by the feeder, Vt and both arc con-
veyed by the pipe, T 1, to the coll, V.
lu Fig. 1, the motor is started by the usual starting lamp with a separate
reservoir. The air chamber, Q 1, is used at a cushion chamber only tor tin- air
blast, to prevent variation and intermtttence in the air supply, and no oil is
placed In it. Q 2 is the cap of the suction and delivery valves of the air pump
formed by the front face of the working piston and the enclosed air-tight crank
pit chamber, C. Air is delivered from the crank pit, C. to the chaml-rr, y 1, by
the delivery valve under the cap, Q 'J, and conveyed by the pipe, T, to the oil
feeder of the same construction as U, in Fig. 4. The* rest of the automatic
hunter Is of the -nine constri'ctfin us in Fi^. 4.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Novbmbeb,1897.
11,912. Autocar*, or Self-propelling Vehicles. Charles
Gasman, 4, Chaussee d'Aersohot, Louvain, Belgium.
June 1st, 1896.
This invention has reference. to autocars, or self-propelling vehicles, with a
turbine as the motor.
A is the turbine (for Instance, a steam turbine) for imparting motion to the
vehicle. B is a vertical shaft, on which Is a fluted or toothed pinion, C, by
means of which it transmits the motion of the turbine to a fluted or toothed
wheel, D, keyed on the upper part of a vertical shaft, E, which extends
through the frame, T; of the vehicle, and whose lower end Is mounted hi a
the addition to or combination with the turbine of one, two, or more supple-
mentary nozzles, the communications between which and the steam passage <>i
the turbine are opened and closed bv valves controlled by the pressure ol tin;
steam ; the use of the variable speed 'belt gear consisting essentially of a series
of pairs of pulleys on which loose bands are situated, one or other or the sam
r
*^»
'<fct~
hanger, G, in such a manner as to rotate freely therein. The vertical shaft, E,
is, on a level with the axle of the vehicle, provided with an endless screw or
worm, which gears with the teeth of a toothed wheel, I, keyed on a hollow shaft,
K, in which or through which passes the axle of the vehicle. The hollow shaft
is square in cross section, and each of its ends is provided with a clutch
adapted to slide f reeiy along the said shaft, and to engage with a toothed rim
or ring of teeth, O, on the boss or hub of the adjacent wheel of the vehicle.
Springs. V, arranged preferably around the hollow shaft, K, act to constantly
press the clutches, L, into gear with the toothed rings, O.
The motion of the toothed wheel, I, is thus transmitted to the wheels of the
vehicle bv means of the shaft, K, and the clutch mechanism or coupling, L, O.
0,082. Gas, Oil, or other Internal Combustion-engines.
Howard Lane, 184, Corporation Street, Birmingham.
May 11th, lt»96.
Consist* in the application of a regenerator or heat interceptor within or In
continuation of the cylinder of the motor placed in such a way in relation t<
the piston and the inlet and outlet orifice or orifices that all incoming air or
combustible gases must, pass in one direction through the regenerator to obtain
access to the piston, and after ignition and expansion the products of combus-
tion or the greater portion of same must pass in the reverse direction through
the regenerator. The regenerator is constructed of layers of metallic wire
gauze or other sheet material or of ol her permeable and subdivided form of
rapid conducting and absorbing power offering a large surface, yet of such a
structure that, although individual portions of the fabric will quickly receive
heat yet they will not readily Impart that heat from one portion of the structure
to another. Metallic gauze Is suitable in that the point* of contact formed by
the places where the wires cross each other offer very small surfaces of contact
between the sheets. ... . ,. t
To intercept the heat that would otherwise !>e lost m the exhaust or discharge
of the motor cylinder anil by connection through its end, the regenerator in
size and shape' may coincide with the cross section of the cylinder and cover
the end.
15,832. Motors for Boad Carriages, Sec. William Henry
Dugard, Vulcan Kills, Bridge Street West, Birmingham.
July 17th, 1896.
Tbe motor consists of a turbine actuated by steam or other fluid pressure, the
bucket disc of which turbine is arranged on a vertical spindle or shaft.
The invention also consists of providing the vertical spindle or shaft of the
bucket disc with loosely-fitting bearings so as to permit, the bucket disc and
shaft to partake of a slight radial sliding or lateral motion under the centrifugal
force of the rotating bucket disc, the space between the ends of the spindle or
shaft and its bearings being occupied by steel springs for limiting and con-
trolling the radial sliding motion or lateral movement of the spindle or shaft;
of pairs of pulleys on which loose bands are situated, one oromeroi ma =»•■•
pairs of pulleys being put into gear by the pressure on the band of a tighteniiijr
or jockey pullev ; and. lastly, of arranging the bottom bearing .for the drtvtiift
pullev shaft in' a lever capable of being turned in tlie direction proper tor
bringing the periphery or acting surface of one of the driving pulleys in direct
contact with the periphery or acting surface of the corresponding pulley on > he
driven shaft so as to obtain a reverse motion of the said shaft and eflect tne
backing of the vehicle.
4,284. Cycles and Motor Oars. Laurence Bedmond, 128,
Sandford Boad, Banelagh, Dublin. February 11th, 1897 j
Accepted, May 29th, 1897.
This invention relates to improvements in oycles and motor-ears, and has for
its object the application of leverage for the purpose of applying pressure to
break rods.
It consists of the combination with a preferably curved handle pivote.1 to
transverse handle bar with ball bearing joints or with loose, adjustable, detach-
able collars, or other joints, which are free to move on said transverse handle
bar of a central lever also pivoted to transverse handle bar with ball bear-Inn
joints, or with loose, adjustable, detachable collars, or other joints, which are
free to move on said transverse hnndle bar and engaging In said preferably
curved handle. The depression of said preferably curved handle causes central
lever to lie also depressed, the lugs of central lever pressing against vertical
piece of an inverted T-shaped crank, thus causing the other arms of said crank
to rise and fall respectively, thereby applying pressure to break rods.
11,713. Steam Generators and Furnaces for Boad Carriages,
efce. Preston Davies, Spencer House, West Hill Boad,
Southfields, Surrey. May 29th', 1896.
A cylindrical or other casing, o, has a second casing or jacket, a), at a "eftf hl
distance therefrom, so as to form ail annular space, o, wherein is placed the
naphtha or other volatile liquid intended for fuel. Upon or at the upper end
of i his annular casing Is lixed a hollow ring, c, which communicates with a
conical-shaped vessel, d, placed centrally and apex downwards, within the rpaco
contained bv the casing, o, and which vessel, d, is suspended by and communi-
cates through a set or series of tubes, e, «, with the above-mentioned hollow-
ring. The ring, c, is intended to form a steam space or dome, the tubes, e, aim
conical vessel, d, form the water or liquid space of the boiler, and the space, /,
contained or enclosed bv the annular casing, «, forms the furnace or combustion
chamber of the generator ; c> Is the steam pipe for conducting the steam from
the steam space or dome, c, to the engine or the like ; rf' is a blow-off pipe,
fitted with a suitable stop-valve for blowing off sediment or dirt from the
conical vessel, d. The feed-water or other liquid is preferably introduced into
the water or liquid space through one or more tubes, g, entering the lower
extremities of one or more of the tulies, e, and the normal water level in the
latter might advantageously be situated at a point aliout thre?-quartcrs of their
Icngl h. as shown.
To introduce the vajiorised liquid fuel into the furnace or combustion
chamber, pipes, A, lead from near the upper pari o, the annular casing, «', at
two or more (mints opposite each other : their free extremities terminate in
nozzles, A', so situated as to impel the blow-pipe flames that would result from
the burning vapour against the conical -shaped vessel. '/. after impinging
against which t.licy take an upward course, and having passed between and
enveloped the tulies, e, connecting the said conical vessel with the hollow steam
ring or space, e, would finally pass away to the uptake, t. through the central
npeit;irc, c2, in the said hollow steam ring, c.
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THE AUTOMOTOR
-AJCTD
HORSELESS VEHICLE JOURNAL
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
Circulates amongst Makers and Users of Motor-Cars, Cycles, etc., in the United Kingdom, the Colonies
and the Continent.
Vol. II. No. 15.
DECEMBER 15th, 1897.
Prick Sixpence.
CONTENTS.
Accumulator Traction on Rails and Ordinary Roads ...
The Automobile Club
The Ideal Traction Cell
The Coulthard Steam Wagon
Traction Engine by Messrs. Clayton and Shuttlewortb
The Design of Automotor Vehicle Engines
Lea Poids Lourds
Messrs. Jesse Ellis and Co.'s Automotor
The Gulzow-Fledler Accumulator
Nautical Automobilism
The Liquid Fuel Company's Automobile Train
The National Cycle Show
The Headland Automotor
Doings of Publio Companies ..:
Law Reports
Notes of the Month
A New Stuffing Box
Continental Notes ... ... ... ...
Leading Articles —
Automobilism in Liverpool
The Risks of Horse Driving and Riding
Automobilism and the London County Council Fire Brigade
Reviews of Books
Correspondence
8elf-Propelled Traffic Association
' Description and Trials of the Serpollet Light Locomotive ..
Davis's Steering Gear
The Faure-King Traction Cell
Proceedings of Technical Societies
New Inventions
rasa
81
83
84
84
86
86
87
87
88
89
90
90
91
93
95
96
97
99
100
101
102
103
105
108
110
111
111
114
ACCUMULATOR TRACTION ON RAILS AND
ORDINARY ROADS.*
While electric traction on the trolley system has proved on the
whole an unqualified success, both from a technical and financial
point of view, traction by means of accumulators could, until quite
recently, only be pronounced a failure, and all that even its most
ardent advocates can plead for is the substitution of the term
'• qualified success." However, at the present time, signs are not
wanting that promise at last success for accumulator traction.
The progress made in the manufacture of secondary batteries, and
the experience gained with regard to the best mo le of using them,
not only warrant that belief, but, what will no doubt proro more
convincing, relatively good results have already been obtained.
* Bxeerpt of a paper read by- L. Hpstkiw, Bap,., M.I.S.E., &c, before the
Institution of Electrical Engineers, November 11th, 1897.
It will be remembered that ever since accumulators were produced
on a commercial scale attempts were made from time to time to use
them for traction purposes, but all these experiments up to a short
time since — although frequently hailed with great enthusiasm — only
led to disappointment, from a commercial point of view.
An investigation of the causes which militated against success
might prove useful, and will show that they may be divided into two
classes, viz., inherent defects in the accumulators themselves and
mistakes in the mode of their application.
The various difficulties and losses can be obviated by adopting a
system which will allow of the batteries being treated as a mechani-
cally and electrically well connected whole, either by being placed in
the cars or preferably slung to the frame, or carried on a separate
car — apart from the sub-division in groups for coupling in parallel
or series during discharge. Where the conditions of working render
it desirable, the motor, or motors, could also be fixed in the battery
car, which would then assume the character of an electric locomo-
tive ; but in any cise, whether carried in the car itself or slung to
the frame, or carried on separate wheels, the battery should not be
sub-divided and handled in the old way, but should always be
treated as an indivisible unit. The obvious advantages gained by
this method are the absence of lifts or similar contrivances, good
connection between cell and cell, no corroding contacts, no loss of
current through leakage, less wear and tear of the batteries, and
consequently easier management and reduced expenditure. The
importance of obviating the exchanging of batteries has been fully
recognised on the Continent, and the methods of working in Hanover
and Paris offer interesting illustrations of how this object has been
attained.
In Hanover, as is well known, a combined system of trolley and
accumulators is in use. The batteries are charged from the trolley
en route, and an additional charge is given to them on their
return to the cor shed. This installation is on a sufficiently large
scale to render the financial results of commercial value, and it is
gratifying to see from the official report that the results for the year
1896 were pronounced to be in every respect satisfactory. The cost
of maintenance is said to have been accurately ascertained, and found
to average per car and month 40*., which, at an average mileage of
90 per car and day, corresponds with -177d. per car mile. The
directors anticipate that this cost will be increased somewhat, but
they are also confident that it will in no case exceed 60*. per car and
month (which amouuts to '266d. per car mile) even in those years
when the quicker deterioration of the plates will occur. It must be
understood that the cost of maintenance includes renewals of plutcs
to keep the latter always in good condition, so that the additional
depreciation is reduced to a rate not higher than that of the renewal
of other parts of the machinery. Based on the acluil experience
gained, this rate has been fixed at 6 per cent., and with an accumu-
lator car covering between 31,000 and 34,000 miles during the year
on this mixed system, accumulator traction incurs an additional
expenditure of 'id. per car mile, as compared with the trolley.
Taking into account that in the absence of the accumulators the
trolley system would have to be installed throughout the whole line
U 2
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Dsohbsk, 1897.
at an outlay of £2,000 per mile of track, and further considering the
maintenance of the overhead system and the saving in the wear and
tear of the trolley, which is, of course, at rest while the accumulators
are supplying the current, it is computed that even on the most
unfavourable assumption the extra cost of the combined system com-
pared with the overhead system aloDe does not in Hanover exceed
2d. per car mile.
It may be of interest to mention here that the running expenses of
the electrical system, including driver, amounted to 222rf. per car
mile.
This system, although so far satisfactory, is open to certain objec-
tions, the foremost being the dead-weight of the accumulators carried
on the trolley wire section. It might be found more advantageous
to place the batteries in a frame slung to the car, or in dummy cars,
either of which could be picked up at the end of the trolley section,
while the charging of the accumulators could still be effected in the
same manner from the trolley wires, the only difference being that
the charging would take place at fixed points instead of en route,
A different system is employed in Paris, where the Society des
Moteurs have installed and are working a line about 12 miles long
at the same cost, including depreciation, as horse traction.
Never losing sight of the object in view, viz., to approach in the
mode of working as far as possible the overhead or conduit system, the
special method to be adopted will depend upon local circumstances.
While in ono case the butteries may be advantageously carried in or
slung to the car, in others it will be found desirable to place them
in dummies, which latter might also carry the motors, as an alterna-
tive to the motors being fixed in the cars. A dummy with a battery
sufficient to propel a 52-passenger car for about eight hours will
weigh, complete, about three tons, the dummy itself, with axles and
wheels, weighing about three-quarters of a ton. As each ton pro-
pelled under normal conditions incurs an expenditure of about 4d.,
the extra weight of the dummy would increase the expense by about
•3d. per car mile. It is, however, obvious that this increase repre-
sents only a small fraction of the expenditure which is incurred
when the accumulators are handled in the old manner, apart from
the caving in wear and tear of the cars and of the batteriei.
However excellent the method of using the battery may be, it will
avail but little if the battery itself be lacking in the necessary
qualities, and it may safely be asserted that the success or failure of
accumulator traction will be decided by the merits of the accu-
mulator. In order to lend itself satisfactorily to traction purposes,
an accumulator must, in addition to all the good points possessed by
a successful lighting cell, present special features of its own.
Although lightness may not be the main consideration, yet it is
a very important one. Again, the cell must not only be able to
withstand jolting without shedding of material and high discharge
rotes without buckling, but, moreover, it must not decrease in
capacity while in use, as this would necessitate alteration in the time-
table relating to the charging of the batteries, and interfere with
the general arrangement. The battery, furthermore, should not
require frequent overhauling, and the repairs should be neither
more numerous nor more costly than those of any other part of the
machinery. We all know that in the past batteries left very much
to be desired. Some of the positive plates deteriorated much sooner
than others, and this led tirst to the practice of replacing them by
less dnnvged plates taken from other cells, and finally to that of
converting part of the negative section into positives. After some
time the original array had dwindled down to a small fraction,
consisting of the le:ist injured remnants, which were occasionally
referred to as a proof of the long life of the type they represented.
As a battery naturally consists of a large number of cells, and each
cell again consist? of a large number of plates, the overhauling and
repairing proved a very serious item — in fact, in many cases the
heaviest item of expenditure.
The nearest approach to an ideal cell for traction purposes will
probably he one in which the positives are of the Plants type, with
a large extent of surface, the layer of active material relatively thin,
but in most intimate contact with the metallic lead out of which it
haa been formed. As is » ell known, while the capicity of a plate is
determined by the volume of active material, the rate of charge and
discharge depends upon its surface, and as it is quite feasible by
nu-ans of ribs or profusions, without unduly interfering with the
mechanical strength of the plute, to extend its are* to about 10 times
that of the plain surlace, it follows that the current densities obtain-
able will be increased in the same ratio. It is further essential that
the acid should have Irec access to all parts of the active material,
and such is naturally much more the case with a PlanMs plate,
offering a largely extended surface with a thin coating of peroxide
than it would be in a plate with a plain surface, where the active
material forms a relatively thick layer. Not only is the contact
between active and conductive parts less perfect in the pasted plate,
but in addition thereto, as the acid in the pores of the active part is
liable to become exhausted, especially with heavy discharge currents,
while the interstices are too narrow to allow of a quick diffusion of
the electrolyte, the electric action may be seriously interfered with,
although there may still be a sufficient quantity of undischarged
active material.
As regards good negative electrodes, positives of the above descrip-
tion, after having been reduced, may be employed with advantage,
or lead oxides or salts may be used, as the finely reduced lead is a
much better conductor than peroxide of lead ; but wre should be
taken to secure the best possible contact between such material and
its support, and so to select the materials intended to become active
that they will, after full formation, produce a layer of the highest
possible porosity consistent with mechanical coherence.
It has been found by experiment that the exhaustion of a positive
plate or section of a cell effects a gradual falling in the E.M.F.,
while as soon as the negative electrode is exhausted the E.M.F. falls
very rapidly. Far this reason, and as it is obviously advantageous to
have as tittle variation in the E.M.F. of the battery as possible, I
would suggest, for traction purposes, to use negative sections of
higher capacity than that of the corresponding positive sections.
In the interest of economy, the formerly much-recommended
overcharging must not be too freely indulged in. Such overcharging
can easily be guarded against by using recording instruments, or by
other suitable means, while when charging at constant potential the
battery will itself guard against over-feeding by effectively opposing,
at the proper time, the charging current. The recommendation to
overcharge the cells occasionally may, however, be followed with
advantage, the beneficial result consisting not so much as was
formerly supposed in the actual improvement of the electrodes, but
in the thorough mixing of the electrolyte, which is liable to vary in
S.GK, being densest at the bottom of the cell and decreasing towards
the Burface, thus lending to unequal action in different parts of the
plate. Another device for equalising the action over the whole
surface consists in making the electrodes taper towards the bottom,
with the object of compensating for the higher density and better
conductivity of the electrolyte there by increasing the distance
between electrodes of opposite polarity.
We are now, however, confronted with the all-important question
of the cost of depreciation of the batteries. If we consider a battery
in a car for 52 passengers with an average running weight of about
12 tons and an average mileage of 100 per day, equal to 1,200 ton
miles per day, we find that at the rate of 80 watt-hours per ton mile
the daily electrical expenditure is 96 units, or, if working at 400 volts,
240 ampere hours. It is, of course, immaterial for our calculation
what the voltage is, as the cost of renewal of either a small number
of large electrodes or a larger number of small electrodes will be
practically the same for the watt-hour capacity. The cost of renewing
the positive section of a cell of such capacity should not exceed,
including manufacturer's profits, 10s., and, assuming two discharges
or their equivalent a day, we may reasonably expect a useful lifetime
extending over 1,500 discharges. The battery doing work, therefore,
during 750 days and covering 75,000 car miles, the cost of renewing
the positive sections in 220 cells will amount to £110 or °35<£. per car
mile. That this estimate errs on the safe side is borne out by the
experience gained in Hanover, although it seems that the batteries
used there are of greater weight than is necessary.
Given a good battery and having adopted a system best suited to
the conditions of a given line, and in any case obviating the necessity
for handling the batteries, we should arrive at a working cost approxi-
mately the same as on the trolley system — the extw expenditure
caused by the greater weight of the self-contained car bring
ba'anced, as is shown in Hanover, by corresponding advantages
gained.
While on tram-lines accumulator traction must prove its superiority
over rival systems in order to be adopted, there is another large field
in which the u*o of batteries is a matter of necessity. I refer, of
course, to traction on ordinary roads.
The tractive forco on ordinary roads is naturally subject to much
greater variations than that on rails. I think, however, that on good
roads paved with aspha'te or wood and in fairly good condition, the
tractive force of vehicles as hitherto built should, on the level, not
exceed 60 lbs. The weight of an electrical vehicle to carry from two
to four passengers, with motor and battery complete, will be about
30 cwt., which includes a battery with a weight of 9 cwt. A battery
of such weight ought to be sufficient to supply current for a four or
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fire hours' ran, at an average speed of eight miles on the level and
four miles up a gradient of 1 in 24. The power on the driving axle
will be about 2 effective H.F. in the former case, and about 3
effective H.P. in the latter ; and, assuming a combined efficiency of
motor and gearing of 66 per cent , the battery will have to furnish
discharges at the rate of 2,208 watts and 2,812 watts respectively.
With a battery efficiency of 70 per cent., the charge to supply one
hour's actual run requires about three units, which, at an estimated
cost of 2d. per unit (a sum that should certainly not be exceeded,
whether the current be generated at the Company's own stations, or
taken from a public supply), corresponds with a cost of id.
per mile. It may therefore be anticipated that electric carriages
plying for public hire should be able successfully to compete with
Jiorse-drawn vehicles for a similar purpose, provided that the wear
and tear of the accumulators is not excessive. The favourable
financial results would not be impaired even if the cost of main-
taining the accumulators should exceed the rate of 10 per cent,
per year, said to be quoted by some manufacturers. The time
during which such accumulators have been at work is probably too
short to prove whether the batteries can be maintained at suoh a
remarkably low rate.
Reliability of the battery, obviating the necessity for frequent
examinations and tests, and for remedying partial defects, is again
of much higher importance than — within reasonable limits — the life-
time of the whole battery, as will become evident from the following
consideration. Assuming the average mileage made with one charge
to be 40, and estimating the cost of renewing the positive section at
10s. per cell, or £20 per battery of 40 cells, the cost of renewal per
mile would be as follows : —
If renewed in 8 months «= 240 days, after 9,000 miles, '5d. per
cab mile.
\ If renewed in 12 months = 360 days, after 14,400 miles, '33d. per
cab mile.
If renewed in 16 months = 480 days, after 19,200 miles, '2od. per
cab mile.
If renewed in 24 months — 720 days, after 28,800 miles, *166tf. per
cab mile.
If the average cost of a battery be £60, and if it should become
necessary to renew all the positive sections — even after as short a
time as 12 months after having run 14,400 miles — it is true that the
cost of renewals (£20) will equal 8ft 1-3 per cent, of the first cost,
but this only equals one-third of a penny per cab mile. On the
other hanrt, even with batteries having a longer life but necessitating
supervision and slight repairs, the wages incurred and the cost of
material would, judging from the experiencs gained in tramway
work, certainly amount to a much larger sum than the cost incurred
in renewing the positive sections, even in a comparatively short time.
Besides, in such eases more sets of batteries per car would become
necessary, increasing not only the first outlay but the charge for
interest and depreciation, and thus considerably swelling the total
cost.
Lightness of batteries for ordinary roads is of much more import-
ance than it is on tram lines, not only on account of the heavier
energy expenditure which is necessary to propyl a giten weight, but
the more so as the battery will represent a larger portion of the total
weight of the vehicle as compared with tramcars. In large towns
it would be an advantage to use batteries which are interchangeable,
and to make arrangements- with public supply companies to charge
the batteries and always keep a number ready for use.
Worm Gearing. — There seems some prospect of worm gearing
coming into favour again where a large reduction ratio is needed.
Such gears have the advantage of being comparatively noiseless, but
have, in the past, had an evil reputation, says Engineering, for
excessive frictional loss. More recent work with accurately-made
wheels has shown that this loss need not necessarily be very large.
Professor Stodola, of Zurich, has obtained an efficiency of 87 percent.
when using worm gearing to transmit 21 U.P., the worm running at
1,500 revs, per minute. This worm was 3'15 inches in diameter, the
pitch being 32 inches, and the wheel, which was of gun-metal, had
28 teeth. Similarly, Mr. E. Kolben has also obtained excellent
results with worm gearing ; whilst in America the Sprague Company,
using the Hindley form of worm, have, it is stated, got remarkably
high efficiencies with this class of gearing, which they use for el»ctnc
lift*.
THE AUTOMOBILE CLUB.
This club, founded by Mr. F. SimmB and other gentlemen, was formally
opened on the 8th inst. by Mr. R. Wallace, Q.0. It is unnecessary
to say anything as to the necessity of establishing an influential
Automobile Club, as this is self-evident. The new club has secured
very handsome and commodious premises at Whitehall Court, over-
looking the Embankment Gardens. These premises, which consist
of six rooms on the ground floor, appear admirably suited to the
requirements of a club of this kind, inasmuch as in addition to being
most centrally situated, they are exceptionally suited for the
approach of motor carriages, from the fact that they are surrounded
by roads which are practically free from ordinary traffic.
The opening of the club was made the occasion for a reception by
the chairman, Mr. R. Wallace, Q.C., who in the course of an able
and eloquent speech put forward the objects and aims of the club,
which, judging from the enthusiasm and spirit with which its birth
was acclaimed, bids fair to become a great success.
The chairman announced that the organising committee had
already received about 200 applications, amongst which he noticed
the names of the Earl of Shrewsbury and Talbot, the Lord Suffield,
Sir Douglas Gal ton. Professor Kennedy, James Swinburne, K9q.,
Sir Bernard Samuelson, K.C.B., A. J. Walter, Esq., J. C. Graham,
Esq., Captain Ironside Bax, W. Worby Beaumont, Esq., Earl of
Carnarvon, the Earl of Galloway, General Sir Arthur Ellis, K.C.M.G.,
Sir William Neville Abdy, Bart., Sir Trevor Whelcr, Sir George
Thomas, Bart., Major-General England, Major-General Montgomery,
the Hon. Evelyn H. Ellis, the Hon. Reginald Brougham, the Hon.
F. St. John, the Hon. Captain J. H. Berkeley, the Hon. Cecil Dun-
eombe, the Hon. C. 8. Rolls, Colonel Magratli, Colonel Lee, Captain
Cragg. Captain George D. Sampson, Lieut. -Colonel Whelcr, Major
Wheler, W. H. Preece, Esa., C.B., H. E. Sherwin Holt, Esq., Paris
Eugene Singer, Esq., John Henry Enight, Esq., Frederick R. Simms,
Esq., Hiram S. Maxim. Esq., George Edwardes, Esq., Herr Gottlieb
Daimler, Jesse Ellis, Esq., Walter Arnold, Esq., Arthur Paget, Esq.,
the Rev. E. S. Lawrence, Dr. Leadam, Dr. Hutchinson, Dr. Shelly,
&c , &c.
It will thus be seen that the club does not lack influential support
The solicitor, Mr. John B. Purchase, having reported about the
regijtration and legal matters as to the constitution of the club, the
secretary pro tern., Mr. C. Harrington Moore, submitted the rules
for adoption and confirmation of the meeting, which were unani-
mously carried. A discussion on the club's programme for 1898
followed, in which some excellent suggestions as to lectures, &c,
during the present season, as well as competitions, prizes for designs,
&c, tours for members, the erection of signposts on highways, and
other matters were put forward.
Just before the close of the meeting Colonel Lee proposed a vote
of thanks to Mr. Frederick R. Simms, on whose initiative the club
was formed, and who bad in such a spirited manner taken upon
himself to guarantee the first year's expenses of the club to a con-
siderable amount, and had taken such a prominent part in the
organisation of the club, and devoted so much time to the same.
Mr. Simms replied, and said he could not take all the praise so
kindly given him, because he certainly thought a large amount of
the credit belonged to Mr. C. Harrington Moore, secretory pro tern.,
who had worked so indefatigably and assisted him in such a very
able manner.
The chairman then formally declared the premises open for the
use of members, and a hearty vote of thanks was accorded him for
having presided at the meeting. The meeting was followed by a
display of motor corriages, arranged for members and their friends.
This started at Whitehall Court and was confined to the Embank-
ment. All the general arrangements made by the club committee
worked admirably.
s»a^»ms»^»i«i^s^s«»n«>s^s»>s^s^»^s^s^^s
The Motor-car Club Meet. — The second annual meet of this
club took place on Monday, November 29th. About 3D autouiotor
vehicles put in an appearance as against more than 100 whi«h had
been expected. The Hdtcl Metropole was the rendezvous, and Sheen
House, Richmond, the objective. As for the vehicles themselves
there was little that called for remark ; most of them had Daimler
motors. There was an " Arnold-Benz," a " Headland," four electric
cabs, a couple of Bollee voiturettes, and a De Dion tricycle, and a
few other makes. Nothing in the shape of novelty was shown, and
beyond the fact that the only progress made since last year was an
improvement in details there was little to note.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Dbckkbbb, 1897.
THE IDEAL TRACTION CELL.
In commenting upon Mr. L. Epstein's paper read recently at the
Institution of Electrical Engineers, an excerpt of which will be
found in our present issue, the Electrical Reriew, in a leading
article, says : — " Mr. Epstein's ideal cell for traction purposes is not
exactly what we look forward to. We quite agree that such a cell
must be able to withstand jolting without shedding and high
discharge rates without buckling, and that, moreover, it mnst not
decrease incapacity while in use; but our ideal cell is very much
lighter than anything Mr. Epstein has in view. No positive plate
will, in fact, come up to our ideal until lo al action between the acti\ e
matt rial and its support has been so far obviat ed or reduced as to
allow of this support being of no greater weight than that requisite
for conduction, whilst at the same time its permanency ib greatly
increased. These may be hard conditions, but we believe that they
are attainable. In regard to the negative element, thero appear lo
be no great difficulties to overcome ; but we do not agree with
Mr. Epstein that a roduced Plante positive is the best that can be
provided. The positive element tends always to increase incapacity ;
THE COULTHARD STEAM WAGON.
Messbs. Coulthabs and Co., of Preston, have been working on the
heavy steam wagon question for some time, and have succeeded, in
building a vehicle which U characterised by many good features, and
wbicb is likely to be largely used for heavy van traffic. As will be seen
from the accompanying illustration, the driving-wheels are carried in
horn plates— the only propi r method in our opinion ; and are,
moreover, placed in the rear ; the fore-wheels are also carried in a
very strong frame, and this enables the severe lateral stresses to be
withstood. There are two independent brakes which give full
control over the vehicle when descending gradients. The motive
power is supplied by an oil-fuel tubular boiler placed on the fore
part, the oil used being ordinary burning oil or paraffin. This wagon
can carry with ease a load of two tons on any ordinary country road,
and where the roads are good and the gradient not steep, as much aa
three tons can be carried. It will thus be seen that for cities such
as London this wagon could be most usefully and economically
employed. The speed is from 4 to 41 miles per hour loaded, and
from six to seven light. Owing to the excellent reversing and
The Coulthakd Steam Wagon.
the proposed negative, initially of comparatively low capacity, would
tend always to decrease in this direction. It seems obviously
desirable — as, indeed, Mr. Epstein himself elsewhere points out —
that the capacity of the negative element should initially be
considerably greater than that of the positive e'ement, so that at no
time it should fall below it."
The American Society of Mechanical Engineers. — We have
received copies in advance of the papers read last week in New York.
Many of these papers, although not of immediate interest to
o utomobilisU, ore of high scientific and technical value to engineers,
and we hope to give some excerpts from them.
The London Electric Cab Cells. — According to a statement
made recently by Mr. Manville at the Institution of Electrical
Engineers, it appears that the cabs carry 40 cells, and the current
on level wood pavement was 30 amperes with 80 volts pressure, and
this increased up to 40 or 45 amperes on rough roads. He bad seen
the ammeter point to 120 on the Savoy Hill.
steering gear the wagon can be manoeuvred much easier than any
horse-van. Messrs. Coulthard also make steam tipping carts and
lorries.
Messrs. Peek, Frean, and Co. Adopt Motor-Vans. — Messrs.
Boots and Venables, of 100, Westminster Bridge Road, S.E., have
obtained an order Iroin Messrs. Peek, Frean, and Co., biscuit manu-
facturers, London, for an oil motor-van to carry one ton. The van
is required for the delivery of biscuits. Great competition took
place among motor makers for this order, as it is understood that if
the first van gives satisfaction to Messrs. Peek, Frean, and Co.,
further orders are to follow; and as this firm uses 170 vans for the
delivery of their goods, the order is worth having. We understand
that the benzoline spirit vehicles, including the Daimler and Anglo-
French, and the known steam vans of this country were among the
competitors, and that Messrs. Peek, Frean, and Co.'s representative
tested them. The order, upon somewhat stringent conditions, has
been given to Messrs. Boot* and Venables chiefly owing to the fact
that they make a practicable oil motor using heavy oil. Messrs.
Peck, Frean, and Co. considered that safety of working and running
was the essential condition, and this they thought could not be
obtained with a benzoline spirit motor.
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TRACTION ENGINE BY MESSRS. CLAYTON
AND SHUTTLEWORTH.
Mbssbs. Claitox axd Shpttlewobth commenced the manufac-
ture of traction engines about 40 years ago, and, although many
different forms of road engines have been invented since that date,
the principle introduced by them has continued in practical use.
J n Clayton and Shuttlewort h's early traction engines the cylinder
was placed at the smoke-box end of the boiler, while the crank-shaft
was at the fire-box end of the engine The power was transmitted
from the crank-shaft to the main axle by spur gearing. When the
Stamp End firm were making traction engines on the above lines, the
other firms engaged in thia branch of engineering were using pitch-
driving chains, and in most cases the engines were arranged the
opposite way about — viz., like the portable engines of the day, the
cylinder was placed on the raised fire-box shell, and the crank-shaft
at the smoke-box end of the boiler j a long driving chain transmitted
the power from the crank-shaft to. the main axle or the driving
wheels. The driringumains were retained till about 1871, when spur
flange of the cylinder is extended beyond the ends of the cylinder m>
as to increase the bearing surface on the boiler barrel. There is no
steam joint under the cylinder, yet it is bedded mo9t accurately to
the boiler plate and held down by cone-headed bolts. Great atten-
tion has been given to the areas of the ports and passages in the
cylinder in order to procure satisfactory working under the most
trying conditions.
The governor is of the high-speed, spring-weighted, cross-armed
type connected to an equilibrium throttle-valve of large area. The
valve gear has been most carefully proportioned, the link motion
details hare large wearing surfaces which are deeply case-hardened.
All the bearing brackets for the crank-shaft, countershafts and axle
are of great strength ; they are each fitted into bored holes in tin-
sides of the firebox shell, which are carried upward and backward
for the purpose. Transverse plates, riveted to the boiler shell,
connect the side plates together. The gearing used throughout the
engine is of best oast steel, the first motion wheels arc placed inside
the box brackets between the bearings. The fast and slow speed
wheels are cast together, and slide in and out of gear on a square
shaft, the use of feather kevs let into the shaft or keys cut out of
gearing was introduced by some other firms; while Clayton and
Shuttleworth had been using spur gearing since 1860.
Messrs. Clayton and Shuttleworth have introduced a new design of
traction engine, which we illustrate herewith, in which are embodied
every modern device for obtaining the best results. Tho engine is
distinguished for great strength in all the parts subject to strain,
the mest excellent workmanship, and tho highest economy in fuel
and repairs. The boiler is constructed throughout of steel, and
stayed in a similar manner to the best railway locomotives. It is of
ample capacity, and of extra strength for working sa'ely at 140 lbs.
per square inch. The top of the fire-box is not strengthened by the
ordinary heavy and faulty roofing bars, but is stayed directly to the
arch-plate in an efficient manner, thus enabling the fire-box top to be
kept free from scale and sediment. The smoke-box is constructed
independently of the barrel-plate, so that it can be easily renewed
when corroded, without having to cut out the tube-plate.
The cylinder is efficiently steam jacketed, the jacket space forms a
dry steam receiver, the circulation of the steam is secured in the
jacket by the working steam from the top rushing into the stop-valve,
which is placed at the highest point.
. AH tendency to prime is removed by the manner in whieh the
steam is conducted into the cylinder, coupled with the internal
arrangement of the cylinder and the proportions of the boiler. Dry
working is obtained under the heaviest loads at all speeds. The
the solid material are^disoarded. AJsquare shaft is'a far more satis-
factory arrangement.
Strong section steel tee rings are used for the driving and leading
wheels. A slip winding drum and 50 yards of strong steel wire rope
are provided. Acase-hardenod ball-and-socket joint on the fore-axle
reduces the friction to a minimum, and enables the steering to be
effected with facility and certainty. The steerage hand-wheel is
placed on the fly-wheel side of the engine, the steersman can see
clearly to sight the fly- wheel in line with the pulley of the machine to
be driven. It is also the most convenient for steering close to the edge
of the road so as to give as much room as possible to passing vehicles.
A continuous action feed-pump is used, the valve boxes, valves, and
bonnets are of gunmetal, the passages and pipes are proportioned so
as to reduce noise.
The tender has a largo storage capacity for coal and water. The
sides of the tender are connected to the born-plates by turned holts
in rimered holes, independently of those which keep the brackets in
place. A channel iron drawbar extends across the back of tin-
tender, to which deep straps are welded on each side ; by this means
, the hauling strains are transmitted to the strong horn. [lates, and no
I pull passes through the plates of the tender or tank. A series of
| t.oles is provided in the drawbar, so that the draft pins may he
' moved out of the centre of the bar for turning sharp corners with »
I long train behind.
<; 4
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Pkcbmbbe, 1897.
Sliding fire-doors are fitted, as they take up no room in the tender.
A deflector plate is provided eo as to conform with the Act of
Parliament, as far as possible, in having provision for consuming the
smoke.
The workmanship throughout is faultless. All the bolts are
turned and driven into rimered holes with heavy hand-hammers.
No black bolts are used. The machine work and the fitting will
bear the strictest investigation. No expense has been spared to
produce a porfectly satisfactory engine in every way.
THE DESIGN OF AUTOMOTOR VEHICLE
ENGINES.
Writing in the Engineering Magazine, Mr. Worby Beaumont
says : — During the coming year there will be great activity in
connection with the endeavour to make a satisfactory motor-wagon
for carrying from two to five tons. For the purposes of an example,
let us look at the problem from the steam power point of view. The
first requirement is an engino which must be exceedingly economical,
if possible more economical of the Bteam supplied to it than any
engine of any kind yet made. Yet the engine must be smaller than
any economical engines yet made, and this involves a disregard of
adverse experience to the present time as to economy and small
engines. Of all the highly efficient engines yet made there is nut
one suited to the purpose. They have too many parts, and are far
too complicated when fitted with reversing gear. They must be
most economical when giving out the maximum power, which may
not be more than, at the most, 15 minutes at a time, and not one-
fifth or, may be in some countries, one-tenth of the whole time of
running. Economy at maximum load must be attended with almost
equally low consumption at mean load, if not at light load, and the
difference between full load and light load cannot be economically
effected by throttle valve governing. It is not necessary that the
steam consumption shall be equally low for both directions of
running, running backwards seldom lasting more than a very small
fraction of the forward running time. The reversing arrangement
must not, moreover, introduce a form of valve gear which is less
efficient than the best possible.
The engine must be capable of running many hours at high speed
under the worst conditions as to stresses other than those which
necessarily attach to its performance of work, and yet must be very
economical at the lower, perhaps half, speed of the periods when it
is doing its utmost. With all these essentials the engine itself must
bo very simple, even if it have not the minimum number of parts,
and its manipulation must be of the simplest kind, one lever or handle
only, if possible, in addition to a stop valve. Just as a higher type
of engine reliable for long periods of running has been developed for
eloctric lighting, so must an engino be evolved which, while answering
all the requirements above set forth, will be so trustwoithy that the
driver of the motor-vehicle may be able to disregard its existence.
Kor many minutes at a time ho must be as free to forget that his
manipulation of steering and regulating levers depends upon an
engine somewhere hidden in his car, as a horse-driver is to forget
that obedience to his pull of the reins depends on the heart stowed
away inside the horse. The necessity for economy is not, however,
primarily the reduction of the cost of fuel to the lowest limit as it is
with the electric-lighting engine.
The first necessity in a road-vehicle engine is economy in steam
rather than in fuel. In fact, the cost of fuel, even with engines and
boilers at present readily available, is no bar to progress in the
construction of acceptable motor-vehicles. With a boiler which only
generates six or sev«n pounds of steam per pound of, say, coke, the
Wright of fuel to be carried per mile would be small with a good
engine. It is because the boiler must be of very small dimensions
per horse power and because the condenser must be small that the
quantity of steam to be geneiated and subsequently liquefied must
be lower than with any small engines yet made. In order to avoid
carrying more than a minimum of feed water and of cooling water,
the condenser should be capable of liquefying all the steam exhausted
when the engine is working its hardest with a full load up a long
stiff hill. This maximum capacity of the condenser which must be
provided, and its weight, size, and the weight of water to be carried
for its use, all alike depend on the efficiency of the engine.
Xamx denna tidskrift " The Auto motor and Horseless Vehicle
Journal " niir ni tillskrifver annonsftrerne.
LES POIDS LOURDS.
>
Report of the Commission.
The following is on excerpt from the paper on this subject read by
M. Jentaud before the French Society of Civil Engineers : —
It will be remembered that out of the 15 vehicles entered only
10 were ready to take part in the competition, and that out of these
10 there were three which were prevented by accidents on the way
from doing the whole of the stated course. The Commission thinks
it best not to give the names of their constructors in the report.
This report is divided into three parts : the general considerations,
the account given by the judges of the competition, and the result*.
fl-ENERAi Considerations.
At the present time in every department the representatives of the
people are frightened at the heavy burdens which must be imposed
for many yean on the budgets of the departments, as well as of the
Slate, by the railways and tramways already made, and those about
to be made. However, it is no use refusing to complete the links of
our iron roads by a network of lines connecting the various stations.
Struck by the results of the Paris- Bordeaux and Paris- Marseilles
lines, the general Councils, as well as the people, hope that auto-
mobUism will give them an easy solution of the problem.
This is an interesting question, not only for omnibus companies
but also for the War Administration.
Classification of Vbhiclks. — The Commission established the
following classification : —
I. — Public Transport for Passengers.
(1) Automotor Vehicles (Steam).
(No. 2.) Scotte omnibus.
(No. 11.) Omnibus by Dion and Bouton.
(Petrol.)
(No. 10.) Panhard and Levassor omnibus.
(2) Vehicles by Bogie Motor.
(No. 13.) Pauline by Dion and Bouton (steam).
(3) Automotor Vehicles Towing Others.
(No. 3.) The Scotte train for passengers (steam).
II. — Transport for Merchandise.
(1) Automotor Vehicles.
(No. 8.) Camion by Dietrich & Co (petrol).
(2) Automotor Vehicles Towing Others.
(No. 2.) Scotte train for merchandise (steam).
From this it will be seen that carriages for parcels delivery did
not run in the competition. By the professional man it will be
Feen that a passengers' vehicle could easily be turned into a delivery
carriage without having to alter the motor and its transmissions.
The Commission regret a scruple, mentioned in the programme,
hindered a commercial carriage from taking part in the competition.
The interest with which the public attends at the Place d'Armes
de Versailles, to follow the evolutions of a carriage from the Grands
Magazins du Louvre, which is its regular route every dav, makes
it to be wished that, iu the approaching year, those vehicles will
enter for the competition.
Before discussing the merits and the statements made by the Com-
missioners relative to each vehicle and the cost per Ion-kilometre or
p issenger-kilometre, it is necessary to explain the method of calcula-
tion adopted.
From the kilometric statements of the Commissioners we have
deduced the average commercial speed, that is to say, that which
corresponds to the different capabilities of the vehicle. This average
speed corresponds to the number of 'kilometres capable of being run
in a journey of 10 hours, for example. The total weight circulating
on every journey, multiplied by the length of the way, gives the
number of ton-kilometre which, compared with the total consump-
tion of coke and water, determines the weight of the fuel and the
volume of water necessary for the transport of a kilometric ton.
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This obtained, in order to obtain the cost it is necessary to add to
tbe outlay for fuel that resulting from the personal expenses, interest,
the redeeming of the capital, the cost of maintenance, as well as
the cost of repair of the vehicle.
Determination* of the Commercial Speed. — This is the quotient of
the number of kilometres gone over by the time taken. From tho
total time the following must be deducted: —
1. Stoppage at different places for fuel, &e.
2. Stoppage at stations for loading and unloading.
3. Accidents on the war.
Calculation of the Work Done. — The work has been calculated in
kilomelric tons, by multiplying the average weight expressed in tons
by the distance really run, taking into account accidents on the way.
The average weight is that of the vehicle carrying half its load.
In dividing the quantity of fuel consumed in six days by the si;m of
the kilometric tons for six journeys, the average consumption of fuel
necessary for a kilometric ton is obtained. An analogous calculation
gives the average consumption of water. The consumption of fuel
and water necessary for the transport of a kilometric ton of luggage,
or for a passenger kilometre, is easily obtained.
Calculation of the Cost.— The expenses must be divided into two
groups : —
(1) Those scarcely varying with the greater or lesser use of
material, such as the redeeming of the capital, personal salary,
fuel for lighting, greasing, and general expenses.
In this category, for one cent, of the capital the cost of repair and
maintenance of the material, as well as the special expenses, may be
regarded as a fraction of the intensity of the traffic.
(2) Others essentially variable, and dependent on the work
effected, are the consumption of fuel and water.
In order to estimate them, after having determined, by right of its
commercial average speed, the number of kilometres that the vehicle
can run in a journey (of 10 hours), we have calculated how many
kilometric tons, corresponding to the following condition* —
(<i) The vehicle was worked at one-third loaded ;
(b) The vehicle was worked at two-thirds loaded ;
(c) The vehicle was fully loaded.
In applying to each of these numbers the coefficients for consump-
tion as it has been stated above, we obtain the necessary quantities
of fuel and water ; then, applying to the proper costs, the
corresponding expenses. To these arc added the fixed expenses,
being given the total expenses for tho day's work.
Lastly, in dividing tb" total expenses by the number of corre-
sponding kilometric tons, we obtain the price of transport fir the
kilometric ton, and of the transport of one kilometre for a passenger
with or without luggage.
It is necessary to remark that all our calculations and estimations
only apply to those vehicles placed in working conditions identical to
tho<e which we found during the competition.
(To be continued.)
MESSRS. JESSE ELLIS & CO.'S AUTOMOTOR.
We are indebted to the South Eattera Gazette for many of the
following particulars : —
This vehicle, which Messrs. Jesse Ellis and Co., agricultural
engineers, of Maidstone, have just completed, is designed for the
expeditious transport of produce by road, and to judge from a series
of trials that took place on the London Bead, near Maidstone,
recently, it is admirably suited for the purpose. This mote r- wagon
is one that has been specially manufactured fer South Africa, and is
considerably heavier than those to be constructed for this country.
It weighs about fite tons, and is of 25 1.II.P. Its form is not unlike
that of a street ambulance, the machinery being in the rear. Oil is
used, and a journey of some 50 miles or so can be covered before
this needs replenishing. The speed varies from three to six or seven
miles, the latter being easily attained on ordinary roads. The carry-
ing capacity is about five to six tons. The wagon was entirely under
control, easily manipulated, cculd be steered to a nicety, and strrted
cr stopped instantly.
THE GULZOW-FIEDLER ACCUMULATOR.
A sbcondaky call for which very high efficiency, small weight, and
great durability are claimed is the (Julzow-Fiedler, which is being
introduced by a company bearing that name and whose offices are at
199, Drummond Street, London, N.W. Much has been attempted
in the direction of improving secondary cells in recent years, but the
actual progress made has not been very great. Owing, however, to the
rapid extension of electric lighting and the large field for electricity
as a propelling agent in vehicles and boats, inventors have every
inducement to produce a cell which shall combine large capacity
with durability and small weight. The problem is admittedly a
difficult one, as mechanical considerations have to be governed by
chemical ones. It would seem, however, that a considerable advance
has been made by the Gulzow-Fiedler Company, and if their cell
stands the tests which we are informed are being made there will be
a large demand for it, especially for use in motor-vehicles. The cell
in question has, it is claimed, not a few important electrical advan-
tages over existing ones. For instance, the charging and discharge
can be either slow or rapid as may be desired, and a very rapid
discharge does not induce disintegration or buckling ; on the contrary,
rapid discharging positively improves the plates, and we understand
that they actually become denser and more perfect the longer they
are used. The plates are formed of a hard lead and are shaped not
unlike a warehouse window, but in the rectangular spaces <r
windows a salmon-coloured composition is forced while in a soft
state, but on drying this paste becomes hard and seems to form a
kind of stone. Its manufacture is a secret process, but we should
say that chromium oxide is, at any rate, one of its ingredient?.
Mechanically, these plates are very perfect. They can be thrown
about or dropped without producing any sign of breakage. After
charging, the paste turns quite black and apparently becomes denser,
resembling retort carbon. We failed to break a plate which had
been used in a cell for some time. Dilute sulphuric acid is the
electrolyte. When new tho plates require about 30 hours while
being formed ; after that they can be charged in 10 hours with a
current of 1 ampere or in 1 hour with 12 amperes. They can be
discharged at any rate up to 12 amperes per square decimetre.
Short circuiting does not adversely affect the cells, and there is no
rise in temperature of the electrolyte while charging.
The following arc the leading particulars of the Gulzow-Fiedler
cell: —
Number of plates, 13.
Dimensions of cell, 124 mm. x 165 mm. x 305 mm.
Weight of cell, 28 lbs.
Weight of acid. 6 lbs.
Specific gravity of elcctroh to, 1'16.
Maximum charge, 60 amperes.
Maximum discharge for 5 hours, 50 amperes.
Maximum discharge for 8 hours, 35 amperes.
The woight per kilowatt-hour is about 70 lbs., which is certainly
a low figure.
Coat of Locomotion in Paris. — In connection with the electric
cabs in Paris, the following costs of various methods of locomotion
made by the Compagnio Generate are instructive : —
Horse cab, 15 francs 44 cents, per day.
Petrol cab, 13 francs 20 cents, per day.
Electric cab (Krieger's) 8 francs 13 cents, per day.
There is an economy of 47 per cent, over the horse and 32 per Cent,
over tfcje oil motor.
«
Talcine. — Wo have received from the Dynamo Brush Company,
of Finsbury Pavement, London, a sample of a lubricant called
Talcine. On examination this seems to us to be a compound of
ground mica and astaki. It is unquestionably a good lubricant ; it is
intended for dynamos and motors, and should be invaluable to users
of electric motor-vehicles, as in these the motor is apt to get dirty
and spark a good deal. The practice of putting oil in the commutator
is very detrimental, yet the continual rubbing between two dry
metallic surfaces necessitates the use of some suitable preparation
such aB Talcine ; by its use the friction of the brushes is allayed, the
efficiency of tbe machine is increased, sparking stopped, and the
commutator aEBunics the dark burnished skin indicative of careful
miming. This compound docs net deteriorate by clogging the
brushes, carhonising, &<•■
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Bbobubbb. i8»7.
. NAUTICAL AUTOMOBILISM.
"The Nymph."
If the. reader can imagine an ordinary river wherry eirrying a
number of cells under the thwarts and being connected by a short
length of pips to the stern of a small floating boly shaped above
the waterline like a swan and carrying within it a small electro-
motor, the whole thing reminding one of the swan scene in
" Lohengrin," he will hare a very good idea of the craft on board
of which a representative of the AcTOSfOTOtt recently had a trial
trip at Reading. Although called an " invention " it really is
nothing more than a tug attached to a larger craft by a rigid con-
nection. At the same time, for picnic and other pleasure purposes,
the idea underlying "' The Nymph " design has a good deal to
recommend it. Regarded in this light there is undoubtedly a go >d
deal in it. Of course from the naval architect's and shipmaster's
point of view it leaves much to he d-sired. There is nothing that
calls for remark in the arrangement, of the machinery. The cells
are arranged in sections, and by means of a simple switch can be
coupled up in certain combinations so as to give full or half-spend
ahead or astern, the current gjing by lead* to the motor con-
t lined in the body of bird or other fanciful form, such as a mermaid
or dolphin, that may be attached to the bow. The motor drives a
small two-bladed propeller having stepped blades. As might be
expected, there is considerable wave-making disturbance set up, and
there is a considerable loss of power. In fact, except for pleasure
purposes, the system has no advantage. Steering is effect ;d by reins
attached to a bit held in the mouth of the swan ; this bit, by simple
mechanism, actuates two wire tiller ropes which leal aft to the
rudder at the stern of the towed vessel. No doubt a numier of
these fanciful and strange craft will be seen on the upper reaches
of the Thames next summer. It is a curious point with us whether
this vessel, really two vessels, is to be considered as one or two
vessels. If the latter, then the regulations of the Rule of the Road
at sea apply, and the swan or dolphin will have to carry side-
lights and a masthead light, and these would hare to be attached
to the beak and wings respectively. The novel craft is to he seen at
Bona's Yard, at Reading.
38-knot Torpedo Boats.
Obdbbs have been placed by the Russian Admiralty with the firm
of Hawthorn, Leslie, and Co., of Hebburn-on-Tyne, for two 38-knot
torpedo-boats with turbine motors, on the principle invented by the
Hon. Charles Parsons, and curried out in his vessel the " Tur-
binia." Each torpedo-boat will be propelled by 12 screws, three on
a shaft. They will be the fastest boats in the world.
Those who were present at the Jubilee Naval Review at Spithcad
will, says the Pall Mall Gazette, remember the mild excitement
caused by the appearance of the " Curbini* " amid the fleet. It
dashed down the liaes and round the great assemblage of warships
at phenomenal speed, taking special delight in outp icing that sturdy
old stayer, the "Victoria and Albert," from the bridge of which the
Prince of Wales washed its antics. Before the review the " Tur-
binia " made a passage from Cowes to Portsmouth at an estimated
speed of 32 knots, aud at its trials on the Tyne maintained 32J knots.
It is lightly constructed as a torpedo-boat, 100 feet in length, and
depends for its surprising agility on a new steam turbine — an adapta-
tion of the principle of the water-turbine — attached to each of its
three shafts. Each shaft carries three screws, so, in all, the vessel
has nine screws to propel it. •
[We described this vessel in our last issue. — Ed .]
Explosion of a Boiler.
Thb following is an exoerpt fro-.n the official report of the inquiry
held under the Boiler Explosions Acts as to the cause of an explosion
of- a boiler which occurred on board the steamship "Contest" on
July 25th, when the vessel was off the Mumbles Bead : —
The "Contest" is a screw tug boat of 82 tons gross register
tonnage, and is propelled by engines of 50 H.P. The vessel was
built in 1883, and last year was bought by the present owners,
Messrs. Wealake, Towers, ond Co , Swansea, who have employed her
for g»neral towing purposes in the Bristol Channel. The engineer
stated that, in accordance with the owners' instructions, it was bis
practice to examine the boiler both internally and externally every
three months. His last examination was made on May 2nd last,
when a slight leakage was observed from the overall patch at the
bottom of the boiler, which he did not deem of sufficient importance
to report to the boiler maker. At 11 a.m. on July 21th last, the
vessel left Swansea, "seeking." The following day, at about
9.30 a.m., the engineer was on watch and ceard a report, which he
described as being like that caused by a gauge glass breaking. On
examination, steam was found to be issuing from the bottom of the
boiler, and as the supplementary feed and the donkey pump failed
to maintain the proper water level, the tires were drawn and the
vessel brought to ancnor in Swansea Bay. It was then found that a,
rivet had been blown out at the patch already referred to. The
steam gauge at the time of the explosion indicated about 75 lbs. per
square inch. The vessel was eventually towed to Swansea, where
repairs were effected.
The boiler is of the ordinary cylindrical single-ended marine type,
with two plain furnaces. The usual mountings are fitted and the
safety valves are loaded to a pressure of 80 lbs. per square inch.
The Certificate of Registry of the vessel shows that she was built and
engined in Bull by Mr. E. Wailes, in 1883, but no particulars of the
boiler are given. Several repairs have been effected during the last
three years.
The " Contest " is insure I with the United Kingdom Steam Tug
Trawlers' Association, North Shields.
The boiler was inspect* 1 by Mr. John Smart, acting for the above
Society, in October last, before the vessel came into the hands of the
present owners. It has also been examined on their behalf by Mr.
E. Rickard, the foreman boiler maker of fie Ocean Dry Dock Com-
pany, Swansea, and periodically by the engineer in oharge.
Nature of the Explosion.
One of the rivets w'lich secured the patch at the bottom of the
boiler shell was blown out. Through the hole thus left open, which
was about } inch in diameter, the steam and water escaped with con-
siderable force.
Cause of the Explosion.
The fractured rivet was not found after the explosion, but as
there had been slight leakage at this spot for some time past, it is
probable that the rivet was originally defective, either through being
overheated, or being fractured during the process of riveting.
General Remarks.
In his observations the Engineer-in-Chief of the Board of Trade
says :— «
The explosion in this case was not of a very serious nnture, and
consisted in the blowing out of a rivet from the bottom of the boiler
shell. Slight leakage had, at the last examination of the boiler, been
observed in the vicinity of ttiis rivet, and it is probable that had this
been attended to at that time the defect which subsequently caused
the explosion might then have been discovered. Although but little
damage was caused by the explosion the vessel was totally disabled,
and, under the circumstances, might have been placed in a position
of considerable danger.
Inland Navigation in Oermany.
No one who studies the und irlying causes of German industrial
progress can fail to notice the important and rapidly-increasing rdle
that is played by the canal and navigable rivers which are being
improved and extended year by year, and which carry freights at
such low rates that, according to the United States Consul-General
nt Frankfort, protective economists begin to complain that they render
the importation of foreign merchandise altogether too cheap and easy.
A few figures will show the enormous development of inland water
transportation in Germany during the past 10 or 20 years. Prior
to the canalisation of the River Main, from Frankfort to its con-
lluence with tie Rhine at May.jnce. which was finished in 188S, only
small boats ascended the river to this point ; and Frankfort had a
total river traffic of not more than 150,0 JO tons, against 930,000
tons of freight received and sent annually by rail, tne percentage
of each being as 14 to 8t> respectively. During the first five years
after the river was canalised the water traffic rose to 700,000 tons
against 1,400,000 tons by rail — an increase of 467 per cent, by river
to 50 per cent, increase by rail. Since then the river traffic has
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
89
steadily increased year by year to a total of 1,753,799 tons in 1896,
to which is to be added 225,253 tons of logs and lumber arriving
in the form of rafts from the Upper Main. Similarly the trade of
Cologne ross from 200,000 tons in 187b' to 1,000,000 tons in 1896,
and the grand aggregate of the German Rhine ports grew from
5,100,000 tons to 16,2o0,000 tons during the 9ame period. The total
length of German canals and inland waterways is 8,700 miles, and
important extensions — such as the Oder Canal group and the Kibe
Trave Canal — are still in course of construction. The Danube-Oder
and Oder-Moldau-Elbe Canals will, when completed, form a con-
tinuous waterway nearly 2,000 miles long, and will tonnect the
waters of the Baltic with those of the Black Sea.
M. Tbllibb, a Fronch naval arohitect, is building several launches
fitted with the Lie Dion et Bouton oil-motor of 1{ H.P. ; the speed
attained is 11 kilometres and the displacement of the boat 180
kilogrammes.
•
As electric launch of fair speed has recently left the yard of
Mesere. Smit and Zoon, of BLinderdijk, Holland. It is 52 feet long,
5 feet 7 inches wide, and 3 feet 1 1 inches deep It carries under the
floor 80 Tudor Plants cells, and from these 8 H.P. is developed,
given a speed of 7} miles an hour, maintainable, without recharging,
for 7i hours. Propulsion is by a single screw.
THE LIQUID FUEL COMPANY'S AUTOMOBILE
TRAIN.
This road train was built to run between Cirencester and Fairford,
Gloucester, a distance of eight miles, in connection with tbe Midland
and South Western Junction Railway and the Great Western Kail-
way. The train consists of a powerful motor-van capable of carrying
2J to 3 tons of goods and luggage coupled to a passenger car or
omnibus capable of seating 20 passengers inside.
The total length of the train (an illustration of which we shall
publish next month) coupled together is 35 feet, and can easily be
turned within a radius of 20 feet. The coupling arrangement is
made elastic, and there is no unpleasant jerking motion when the
train is started suddenly.
The van is 14 feet 3 inches long, 6 feet 3 inches wide, 9 feet
6 inches high, and with 250 cubic feet capacity ; it is fitted with
double folding doors at the back, and sliding doors at either side for
greater convenience in handling goods.
The boiler is the Company's type designed especially for motor-
cars, and is a combination of the smoke-tube and water-tube, with
100 square feet of heating surface, and is fitted with a 35 H.P.
*' Lifu," automatically regulated by the steam pressure in the boiler
at 225 lbs. pressure per square inch. The largest pirc of the boiler is
below the body of tue van, and that part extending through the
body is only 20 inches in diameter, and is lagged with asbestos and
covered with, teak staves ; there is practically no heat in the goods
compartment of tbe van from the boiler.
The engine is a double tandem compound-reversible, designed
especially for motor-car purposes, capable of developing 20 1. d.P.
working compound, and 35 I.H.P. by letting high-pressure steam
into the low-pressure cylinders. The engine is securely fastened
underneath tue body of the van and power is transmitted to a
counter-shaft by meuns of steel cut bevel gears through a telescopic
shaft which allows for the action of the springs and unevenness of
the roads ; the counter-shaft is fitted with a compensating gear and
is securely fastened to a pair of steel reaches, steel pinions are fitted
to eituer end of this counter-shaft which run in large internal cut
gears fastened to the spokes of the hind wheels, each of these gears
ueing protected with dust-proof guards. The speed ratio of ihe
engine is 12 tj 1 ; all of the shaft gears run in dust-proof oil cases.
The exhaust steam from the engine first passes into an exhaust box,
thence through a feed-water heater, condenser, and separator com-
bined, the small quantity of steam not being condensed passes into
the funnel where it is superheated and made invisible. There are
two pumps for feeding the boiler, one being double acting with
reduced speed gear working direct from the engine crank shaft, the
other an auxiliary duplex pump placed beneath the driver's se.it for
feeding the boiler when eugine is at rest, or which can be used as a
hand pump when the boiler contains no steam.
Two water tanks capable of holding 85 gallons are fitted in tbe
van, one above the platform and one below in front of the driver's
seat. This is a sufficient quantity of water for a run of 15 miles
over rough country roads ; both tanks are filled by means of a steam
injector in about six minutes. There are also two fuel tanks, capable
of holding 20 gallons each, fitted underneath the body of the van at
the extreme rear end and are both filled from outside. These may
be worked independently or together, and supply can be changed
fom one tank to the other without letting the fire out. Indicating
dials are fitted to each tank which show the exact quantity of oil at
all times. The oil consumption when train is fully loaded is from
half to one gallon according to the condition of the roads, and can
be bought at prices varying from S\d. to 4rf. per gallon in London.
All pipes are of solid drawn copper tubing and are connected by
means of the Company's patent joint which can be repaired in about
five to ten minutes if necessary.
The steering is controlled by means of a steel lever or tiller placed
in a convenient position for the driver, and is connected to the
pivoted axles by suitable steel rods ; the vehicle is at all times under
the perfect control of the driver.
A powerful steam brake is fitted to the van which is capable of
holding the rear wheels fast at full speed.
The train in all respects is built according to the Locomotives on
Highways Act of 1896, and to the Local Government Board's Rules
and Regulations. The van, unladen (without fuel and water) weighs
1 ton 19 cwt.
The omnibus or passenger car weighs 25 cwt., and is fitted with
powerful tramcar type of brake, and is worked by the conductor on
the rear platform. The total of the train fully loaded is about
eight tons, and will climb grades of 10 per cent, with ease, at the
limited speed of six miles per hour. The van may be run singly at
the rate of eight miles per hour, and is capable of climbing grades
of 20 per cent., fully loaded. We may say that this automobile
train was designed by and built under the immediate super-
intendence of Mr. H. A. House, the Company's manager, who is to
be congratulated on having produced an exceedingly workmanlike
job.
The Liquid Fuel Engineering Company are at present very busy
at their works, East Cowes, Isle of Wight, building tradesmen's vans
to carry It to 2 tons, also steam lorries to carry 21 to 4 tons, for
prominent London firms ; they are also building a steam wagonette
to carry seven people, for a private gentleman.
Two New Ghronioles of AutomobWam. — If an industry is
gauged by the literature it occasions there can be little doubt but
that automobilism is going to be a very big one, not only in Great
Britain but also in France. In the latter country the industry
already supports quite a respectable number of papers, and this
number has now been increased by the appearance of Le Motoci/cls.
This seems to be a well written and arranged paper; it appears
fortnightly. We wish it every success. Another new paper devoted
to automobilism is the Samokat, which, as might be inferred, hails
from Russia. If there is one country more than another suited to
autimobilism it is Russia with her vast plains and long roads, and
absence of local railways. There is to be an exhibition of auto-
motors in St. Petersburg next year, and this will, doubtless, give a
fillip.
t
Acetylene. — Without in any way wishing to hinder a new and
promising industry, we would caution readers from using acetylene in
motor and cycle lamps, unless they thoroughly understand the nature
of the chemical processes involved. In Paris a sad accident has
recently occurred in which a bicycle manufacturer and one of his
workmen were seriously injured through the explosion of acetylene
caused by carelessness and ignorance in handling i t. Acetylene
should always be thoroughly tested, and the user should be assured
that it is perfectly free from moisture. On this subject The
Engineer remarks : — " Acetylene gas, under a pressure of one atmos-
phere, does not explode when a spark is applied to it, neither does
it explode under two atmospheres when a spark is applied, but
under a pressure of three atmospheres there is a sharp explosion,
the violence of which increases with the pressure, and we have the
law : the rate of decomposition increases with the pressure. The
above facts are the result of an examination of acetylene gas
described by Professor Mixter in an American scientific monthly.
From this investigation it is concluded that when used with care
acetylene is no more liable to explosion than illuminating gas, but
should such an explosion occur the result would doubtless be more
disastrous."
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Deck*beb, 1897.
THE NATIONAL CYCLE SHOW.
\VitAT is undoubtedly the finest exhibition of cycles ever seen has
juft been held at the Crystal Palace. Something like 3.000 cycles
were on view, while the vast amount of accessories and fittings dis-
played gives one a faint idea of the magnitude of the industry. It
should be explained that all the exhibits were essentially British. As
regards cycles littlo need be said, as there was a rather monotonous
sameness about them. The Diamond frame is almost universal,
while nine-tenths of the machines were fitted with the old un-
scientific and dangerous brake operating on the fore wheel by means
of a lever under the handle-bar. Why does not some firm introduce
a really scientific cycle brake ? We saw several very crude things in
the way of brakes, nothing worthy of special commendation. As
regards gears, the bevel gearing, under various names and guises,
seems to be coming into favour, but the chain transmission is still the
best gear. One of the most interesting departures in gears was the
" cam " gear. On the crank are two cams, upon which arc mounted
rollers at the ends of connecting rods, one on each side. On each
side too, and near the end of the bottom strut, is a lug, to which is
attached a swinging bar, .at the end of which is a roller which
engages in the grooves of cams. As the cams rotate the swinging bar
oscillates and transmits the motion through the connecting rods to
the rear crank.
The Pedusiu frame merits a word for its exceeding lightness, but
its appearance is not taking. The Howard gear is a novelty, the fore
chain wheal being elliptical in plan, the idea being to obtain a
greater turning movement when the foot is at the point of maximum
effort. Jockey wheels take up the slack chain, and, we should say,
absorb as much power as is gained by tho device. "Very amusing
were many of the descriptions of novelties vouchsafed to the
inquirer, especially if the latter were an engineer. Many of the
voluble young men at the various stands seemed to entertain the
ideas on power and speed such as cyclists usually do, and not a few
" inventions " had as their raison d'etre the obtaining of power or
energy by some device or other which, needless to remark, was a
kinetic impossibility. The various side shows were well worth a visit.
Special lathes and tools for cycle manufacture and repair were
exhibited by Herbert (of Coventry), Lloyd and Co. (of Birmingham),
Melhuish (of London), and others, all these being distinguished by
careful design and finish, and quite up to American models. The
Mannesman Tube Company had a grand display of tubes of all
kinds, ranging from boiler tubes for warships to the light cycle tube.
The quality of the steel used for these tubes is superb; it is as soft
as silk and as durable as gold, yet the strongest that can be made.
Tho Standard Weldless Tube Company likewise had an excellent
display of tubes and tools. Aluminium is largely being used for
cycles, and also for engine castings. The British Aluminium
Company are doing a big business in supplying the crank-pit
chamfers, Sec., to automotor manufacturers. Of the makes of lamps
and saddles there was no end, but little variety. Altogether the
National Cycle Show Committee is to be congratulated, as are the
Crystal Palace authorities, on the success of the exhibition.
The Horse-Power of Automotor Vehicles. — In the Revue des
Transports Parisiens M. Louis Mallant discusses the question of the
power to be given to automotor vehicles. He sajs it is admitted
that the tractive effort upon macadamised roads in good condition is
25 kilos, per ton, and each millimetre per metre of rising gradient
augments this by 1 kilo, per ton ) similarly each millimetre per
metre of falling gradient diminishes the tractive resistance by a
like amount. He proposes the following formula : —
E - ll (7 ± 3c)
where E is the total I.H.P.,
P the total weight of the vehicle in tons,
u the speed in metres per second,
c the gradient in centimetres per metre.
THE HEADLAND AUTOMOTOR.
FoK reprint of the " Locomotives on Highways Act, 1896," see
Tub Actomotob and Hobselbsh Vehicle Pocket-Book, 4c, for
1898, which contains over 200 pages of information. Price Is. ; post
free, 1». id. ; leather, ]». 8</., of V. King and Co., 02, St. MartMi's
Lane, London, W.C.
Wb have recently had an opportunity of inspecting the electric
automotor vehicle designed by and built to the order of the Head-
land Patent Electric Storage Company (Limited), of 12, Pall Mall,
London, and of which we give an illustration. This vehicle, we may
remark, took part in the Lord Mayor's Show — not that it thereby
derived any special qualification for so doing, but the fact is note-
worthy as it indicates the existence of a progressive spirit on the
part of the civic authorities which we trust will eventually result in
the Lord Mayor using an automotor State carriage, and no doubt
Messrs. Headland will be glad to accommodate his lordship. As
will be seen the present vehicle is most substantially constructed and
of not unpleasing appearance. In all externals it resembles a rather
favourite type of carriage much used in the country. It is mounted
much in the same way but the wheels have rubber tyres. It has a
seating capacity for four persons and can also carry a quantity of
luggage. Its tare weight is 23 cwt. The ford part is made with a hood
and there is a light splashboard. The starting, steering, and brake
levers are placed close by the driver, who thus has full command over
the vehicle. The interesting part of the vehicle is, of course, the
motor mechanism. This consists of a 4 B.H.P. series wound motor,
placed longitudinally, and its frame is pivoted at one end t> the
atle, hence any motion in the carrying springs does not affect the
running. At the end of the armature spindle is a steel bivel pinion
which gears iuto a bronze bevel wheel, the velocity ratio beinar
9 to 1. This bronze bevel wheel is mounted on the driving axle, and
a differential gear is interposed. The arrangement is very good and
compact and should wear well. Current for the motor is derived
from a battery of 40 Headland cells which arc carried in the body of
the carriage or " boot." These cells are arranged in four groups of
10 each, and by a special switch can be arranged four groups in
parallel or series, or in two groups in parallel, each with two groups
in series. No resistances arc used, the various speeds being obtained
by the different groupings. The capacity of the battery is 150
ampere hours, and a single charge suffices for a run of about
45 to 50 miles. The charging current is 30 to 40 amperes, and the
normal discharge is at the rate of 25 amperes. At the opening of tho
new Automobile Club this vehicle was much in evidence and was
greatly admired. Our representative speaks highly of its smoothness
of running and the absence of vibration and noise. It has three
speeds, viz., 3, 7, and 15 miles per hour. We understand that the
Headland Company are very busy, and are supplying their butteries
to a car for the Duke of Orleans, and also to some electric barges
being built for Messrs. Lever Brothers, of Port Sunlight, the well-
known soapmakcrs.
Naval Automobilism. — Two lectures on the British Navy,
illustrated with lantern slides, and adapted to a juvenile audience,
will be given in the East Conference Hall of the Imperial Institute
by Captain S. Eardlcy-Wilmot, E.N., on January 15th and 22ud,
at 3 p.m.
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91
DOINQS OF PUBLIC COMPANIES.
Allotment letters were posted on December 1st to the subscribers
to G. R. Blot and Co. (Limited).
»
Stibung's Motor-Cars (Limited) is the title of a Scotch Company
formed to take over the business of Messrs. J. aud C. Stirling, of
Hamilton, N.B.
■
Ms. Chablbs Obbobn has resigned the secretaryship of the Horse-
less Carriage Company (Limited) on his appointment to a similar
office in the Amalgamated Tyres Company (Limited).
Mr. T. H. Parker (son of Mr. Thomas Parker, J.P., of Wolver-
hampton) has sold his motor-car invention, and the five or six patents
connected therewith, to a new company just registered under the
title of " The Electric Street Car Manufacturing Syndicate." The
capital of the Company is £25,000, which has been privately and
locally subscribed.
♦
In the action by the Great Horseless Carriage Company's share-
holders for the recovery of their money, being conducted by
Mr. Hunter, circulars and counter-circulars in regard to the liability
for costs have recently been scattered broadcast amongst those most
intimately concerned. Wo should not personally like to give an
opinion upon the ultimate legal liability of any of the litigants, but
due weight should certainly be accorded to the very strong ex-
pressions of opinion and statements contained in Mr. Hunter's
communications.
The accounts of the Britannia Motor Company have been issued
in anticipation of the general meeting to be held to-day, December 16th.
They hardly present a satisfactory state of affairs, and -*re shall look
with some curiosity to see what explanation can be given to place
upon them a better construction than at present they bear. We
notice that tho Star is still pounding away as to the distribution of
the item of commission which was paid to a Mr. Davis in connection
with the sale of the Britannia Company's patents to the British
Motor Syndicate. No doubt at the meeting referenco will be made
to this matter, which upon the face of it certainly requires
clearing up.
m
The statutory meeting of the Blackpool Motor-Car Comp.ny was
held on November 27th, at the Victoria Hotel, Manchester, when
the chairman reported that the board were fully satisfied with the
public support given to their undertaking during the past season,
and that they had been successful in letting out the whole of their
cars for the winter season at such prices that a fair profit would be
realised. They have under consideration the placing of further
orders for larger cars for next season to carry more passengers than
those at present in use, embracing all the latest improvements. It
was also remarked that the directois hope at the end of the financial
year to declare a good dividend.
The report of the directors presented to tho shareholders of
Bichurd Hornsby and Sons, at the annual general meeting held ja
few days back, states that the balance-sheet shows a profit on the
year's working of £2,595. This is after making reserve for doubtful
debts amounting to £4,000, and after payment of debenture and
other intere«t amounting to £5,703. The directors regret that they
are unable to recommend that any dividends be paid, the balance to
the debit of profit and loss being £8,189. During the past year
5 per cent, debentures amounting to £33,450 have fallen due, "and
have been renewed at H per cent, interest.
Humber and Co.
At the third ordinary general mcetingof the shareholders in Humber
and Co. (Limited), held on November 19th at the Cannon Street Hotel,
under the presidency of Mr. A. R. Marten, Chairman of the Company,
Mr. Martin D. Rucker, during his speech as managing director, said
there was a matter he should like to touch upon. He did not like
the words horseless carriage or motor car, but the directors felt that
there would assuredly bo a demand for these carnages here, and
there was a very large and greatly increasing demand on the Con-
tinent. They had been inundated with letters from people asking
whether they intended to go into the motor-car business, and he
might state that they had been at work quietly at this for the past
two years. They had not, however, put anything upon tho market
because they did not feel that the time was ripe, and they did not
feel that fiey had got an engine which they would like to call by
tho name of H umber ; in fact, they were not going to run any risk
of failure at the start. (Hear, hear.) They felt they had now an
engine which was superior to anything else which had been brought
out j it had not been brought out yet, but they had been trying it
for some considerable time past and they believed they had an engine
that would supersede all others and make a tremendous trade for tho
Company. The directors were arranging to set apart a special
department for this work, and he thought they would be exceedingly
busy. He also believed it would bring very large profits to the
Company ; at any rate, for some time to come those who were seek-
ing such carriages would be willing to pay any price for the best
article. He had been a good deal in Paris lately, going thoroughly
into this question, and there he heard of a most extraordinary result.
One machine, which cost 6,000 francs to build, was sold originally
for 6,000 francs. It was run for 3,000 miles, and then sold for
8,000 francs. It was afterwards bought by an agent for 10,000 francs,
and sold the day he was there for 12,000 francs. That would givo
shareholders an idea of the demand which existed for such vehicles
in Fran e. He thought that was all he had to say with regard to
the future of the business, but he might add that the directors
believed they would be able to do as good if not a better trade in
cycles than they had done before, and, in addition to this, they
believed they were starting on a very large business in motor-can.
London Electric Omnibus Company.
A HBfcTiNG of the shareholders of the London Electric Omnibus
Company (Limited), convened by Mr. William Marshall, the late
Deputy-Chairman of the Company, was held on November 25th at
the Cannon Street Hotel, E.C., to oonsider the present position of the
Company. The following was the circular sent to the shareholders : —
Novembir 22nd, 1897.
To the Shareholders of the London Electric Omnibus Co. (Ltd.).
Gentlemen, — As late Deputy-Chairman of the above Company,
I think it my duty to cail your attention to the deplorable condition
into which the Company has fallen owing to the incompetency of tho
management.
Your Company has now been formed nearly two years, and in tho
prospectus you were promised that 125 omnibuses would immediately
be placed upon the streets. The Company took over one bus from
me, and although the dircotors, I am informed, have spent something
like £25,000, beyond this there is not a single omnibus yet ready to
start running.
I have myself invested about £28,000 in cash in the undertaking,
and, having influenced others in taking up shares, I am anxious that,
before it is too late, the shareholders should take some steps to
remedy the present unsatisfactory condition of the Company.
Under these circumstances I request your kind attendance at a
meeting of shareholders to be held at the Cannon Street Hotel, on
Friday next, November 26th, at 3 o'clock, when you will have an
opportunity of judging for yoursolvcs as to the requirements neces-
sary for the future. — I have the honour to bo, gentlemen, your
obedient servant, Wh. Mabshall.
Care of Messrs. Hsydon and Haydon, 16, Union
Court, Old Broad Street, E.C.
Mr. E. Kimbee presided, and explained that the directors had
not called the regular meeting, which ought to have been called
before this, to place before tho shareholders the Company's present
position. Although the circular issued to the shareholders by Mr.
Marshall revealed an unsatisfactory state of things, the Company
hod in it the elements of great success ; but, so far, nothing hail
been accomplished, although the prospectus was issued as long ago
as May, 1896. Tho object of their meeting, therefore, wos to give
life to the undertaking, to preserve their property, and to place the
Company on a better footing. Tho cha:rinan then referred to
various statements in the prospectus which he stated had not been
fulfilled.
Mr. Marshall stated that, according to tho prospectus, tho
directors promised that 125 electric: omnibuses were to be inline-
d'ately placed upon the streets, but so far not a single bus was
H 3
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running. The directors, shortly after taking office, voted themselves
13,000 a year, with a bonus on the profits, and had also appointed
Mr. Ward as engineer, at a salary of £1,200 a year. In their circular
of August 24th the directors stated that the prospects of the Company
were better than heretofore, and that they were buying an interest
in the Solar accumulator, which had not been sufficiently tested.
He believed the directors did not hold any more than their quali-
iioations. Under the circumstances, he thought a committee of
investigation should be appointed. He had heard that the London
General Omnibus Oompany had entered into a contract to put
400 electric omnibuses on the streets, and therefore they were far
behind that Company.
After some discussion, a resolution was passed appointing a com-
mittee, consisting of Messrs. Ware, Flaxman Haydon, J. E. Condict.
Edmund Kimber, and Colonel Turnbull, to investigate the affairs of
the Company.
|"Tlie reference to the London General Oiinibus Company having
ordered 400 electric omnibuses is quite incorrect. Although we
understand the directorate is very carefully watching the autoinotor
movement, and is ready at any moment to run motor omnibuses when
they consider they can do so with advantage, up to the present they
have made no arrangements whatever of a practical nature. — Ed.]
British Motor Syndicate.
Thb ordinary general meeting of the British Motor Syndicate
(Limited), was held on November 19th, at the Motor Mills, Coventry,
under the presidency of Mr. Harry J. Lawson. In addition to
transacting the ordinary business the shareholders were invited to
consider a scheme involving the issue of debentures and preference
shares, with a view to taking over the Great Horseless Carriage
Company and its assets. About 40 shareholders attended.
The Secretary (Mr. C. Jarrott) read the notice convening the
meeting.
The report was taken as read.
The Chaibmax, during his remarks, said :— To build such cars as
you see about the streets, working as hard as we could, would take
three or four months, and then it could only be done by working
upon a system of interchangeable pHrts. At the present moment the
>• otor-car industry, both here and in France, is not being carried on
on a system that produces most profit ; it is being done largely in
half-dozens and dozens of cars, so that if you lose one piece you find
you cannot get another to fit th» machine. I hope that the time is
approaching in the manufacture of motor-cars when we shall
be able to get the work done under a system which will
enable us to turn out any quantity, and at. a popular price.
Kverybody said the coming motor traffic must be worth millions in
time, and if it is quicker, cheaper, and altogether better, of course
the argument is all on one side. Its success < an only be a question
of time. We are making as much progress as we possibly can, and
before long we shall have cars that will suit the rank and file of the
population. I have had a car in daily use for going to and from
T ondon for nine months, and the average daily cost has been 1*. If
it had been working all day it would have cost 1». 6rf. or 2*. probably j
hut the average cost to me has been Is. a day, using it as ] would an
ordinary carriage or brougham. I find, on reference to " Whitaker,"
that there was in 1895 £1,001,110,221 invested in railways, and over
.C80,000,000 in receipts, while in tramways there is over £10,000,000
invested ; but we say that, except for long distances, such as London
to Brighton, Edinburgh, or Glasgow, for the average wants of the
greatest number wo can do better than the railway. The cars will
very shortly be in regular use for passengers at fixed fares — in fact,
they are ' already in some towns. They are charging lid. for a four-
lniLe journey at Hamilton, in Scotland, and they are also in regular
use by the Blackpool Company. The applications for cars are over-
whelming, and they cannot make the cars for that sort of traffic fast
enough.
Referring to the accounts the Chairman said :— On one side of the
profit and loss account you see an entry of 290,000 shares, and on the
other side is shown only an issue of 250,000, and about that I would
point out that the 290,000 shares do not mean British motor shares,
hut they relate to several dealings we hove had. In forming
syndicates and companies — and a great number more will have to be
formed before the country is half supplied— we have to take cash
imd shares according to the terms arranged. A question hoe been
raised with rgard to the dividends paid. These dividends were paid
m Mav and July ; but, of course, the more recent shareholders have
liot participated in tlieui — they were paid before they came into the
Company. I do not think it is unreasonable, seeing what sort of a
year it has been, and that it would have been sheer folly to have
started a fresh company during the present year, that we have no
distribution at the present time. Everything in cycles and motors
has been at its very lowest, and being Jubilee year there has not
been anything like the usual demand for shares generally, quite
apart from our kind of share. The gross profits have been £446,285.
Of course, part of that is in cash, but a large portion is promotion
profit. Then it will be seen that the cost of patents amounted to an
enormous sum. Well, that is our whole existence j the whole reason
of our being here to-day is that we own inventions and motor
patents, and intend to farm patent* and exploit patents.
No doubt you will have seen in the papers that the Post Office
authorities are trying the motor-car as a test. We sent our van to
the General Post Office, and they rather smiled incredulously when
we said what it would do. They gave us a list of times and places
where we had to be to take the mails, and sometimes we picked up
mail bags to the weight of about 11 cwt. or 12 cwt. at the time. In
all kinds of weather for weeks that van has been driven, and has
kept much more punctual time than has been done by the horse. I
do not think a severer test could have been given us. Having
satisfied the Post Office authorities of its utility for short distances,
we were asked to test it for longer journeys, and it was used for
Staines, Richmond, and all that district, while now tbey are about
trying it for the journey from London to Brighton, to Bedford, and
other long distances. Well, we know that with regard to long
distances they have no possible chance of competing with us with
horses ; for we can go at almost any speed — as fast as the law will
allow us. In France the motor-car has had a long list of successes,
and I may tell you that this Company owns all the leading patents
that are in use there. The Panhard Company has arranged to turn
out 70 motor-cars a m> nth, and, as you know, it is working under
our patents. With regard to the Coventry Motor Company, Mr.
Turrell, the manager, has made improvement after improvement
during this year, and he expects to perfect by the end of the year, or
say the end of January, a motor-car which any lady or gentleman can
he trusted with and can easily manage, and that one invention will
be a great help to us in the motor-car industry, for it will be on
the most simple and marketable lines. Then, mention has been made
as to the shares issued at a premium. Those shares were prin-
cipally issued to the vendors, that is to say, to myself and those
gentlemen who were acting with me — inventors and patentees. A
large portion of this was never taken by us, although it belonged to
us, but was left in the coffers of the Company, and has been spent
in the development of the industry. But for that the Company
would not have been able to have done what it has. I have a large
holding in this Company, and would do almost anything for it,
and it was because of my large holding that I was anxious to see
that the Company had money with which it might obtain advan-
tages by purchasing other inventions which were offered. It is
impossible to say how great the results of this Syndicate's work is
going to be. I can only say I have the fullest confidence in it, and
every penny I can obtain I shall put into the development of the
motor industry. I should mention that we are having negotiations
from abroad for light railways to be laid down on our lines, and we
have every hope that the negotiation* will have a satisfactory result.
I now beg to move the adoption of the report and accounts.
Mr. James Bb«dsiiaw seconded the motion.
Mr. Gurner, Mr. Spain, and other shareholders pat questions
upon the accounts, and received explanations from Mr. Van Praagh
(the solicitor), after which the motion was put to the meeting, and
carried.
Mr. Van P&aaqh explained at length the consideration which
had induced the directors to bring forward the suggested acquisition
ot the Great Horseless Carriage Company, and the issue of deben-
tures and preference shares for effecting that object. After con-
siderable negotiations, an understanding was arrived at provision-
ally, but since then certain variations had been suggested, which it
was hoped would be satisfactorily arranged In order to carry out
the bargain contemplated it was neeessury for the Board to issue
the 100,000 shares, the balance of capital remaining, and another
100,000 shares which would be supplied by Mr. Lawson, and issued
as preferen -e shares to the shareholders of the Great Horseless
Carriage Company in exchange for part of their present holdings.
In addition to that the Board would require to issue debentures.
Mr. Lawson was willing to come to the rescue, and to give up 100,000
and to take £50,000 out of the issue of £100,000 debentures, to bear
interest at the rate of 4 per cent. The shares he would give up,
together with those the Company had, would be converted into
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93
preference shares, and bear interest at the rate of 6 per cent. As
he (Mr. Van Praagh) acted as solicitor to Mr. lawson, the Syndicate
would be represented in this matter by Messrs. Ashurst, Morris,
Crisp, and Co.. who were represented at. that meeting by Mr. Stephen,
son. He would, therefore, ask that gentleman t > read the agreement
made between Mr. Lawson and the Syndicate.
The agreement hating been read, Mr. Thomas Child, who had
taken the chair on its being temporarily vacated by Mr. Lawson (on
account of his being concerned in the transaction), formally proposed
the resolution approving the agreement, which was carried with one
dissentient. A resolution was also agreed to empowering the directoi s
to issue such debentures and preference shares aa thev might find
necessary for the purpose of taking over the Great Horseless Carriage
Company's undertaking as proposed.
An extraordinary general meeting was then held for the purpose
of making certain alterations in the articles of association ; but it
was explained that these were largely to meet the requirements of
the Stock Exchange Committee. The motion was unanimously
agreed to. *
. New Companies Registered.
[Under this heading we give a full list of new Companies regis-
tered which take power to make, deal, or become interested in
any manner in automotor vehicles.]
Capital.
Bradford and District Cyole and Motor-Car Traders'
Association, lid. (Cnicorn Passage, Ivegatc, Bradford)
K. C. Clarke, Ld. (1, Friargatc, Derby)
Ele< trie Street Car Manufacturing Syndicate, Ld. ..
Indian Cycle and General Engineering Co , Ld. (2, Grcshani
Buildings, Basinghall Street, E.C.)
Joseph Lucas, Ld. (Great King Street, Birmingham)
Motor-Car Emporium, Ld.
Power and Traction, Ld. (79, Palace Chambers, West-
minster)
Samuel Weslon, Ld. (Barclay's Bank Chambers, Terminus
Road. Eastbourne)
Wheel Manufacturing Co., Ld.
White aud Middlt ton Gas Engine Co., Ld.
£'500
7,000
25,000
10,000
225,000
5,000
10,000
52,000
90,000
200,000
LAW REPORTS.
Company, had, according to the affidavits, a very large claim,
which he bad settled by taking debentures in a company called
the British Motor Syndicate (Limited), and it was this agreement
it was proposed to prevent being carried out, as one of the class of
cases coming within a well-known rule. As he had said, there had
been no meeting of the defendant Company; but Lawson, acting
solely in the matter, proposed to assign its assets to the British
Motor Syndicate, of which he was one of the directors and held the
bulk of the shares, his brother-in-law (Thomas Robinson) being a
second director, and a Mr. Child the third. It was to take over the
patents of the Horseless undertaking, and the effect of the agreement,
if not restrained, would give Lawson the power of receiving up to
750,000 shares, which were of the nominal amount of £1 each, but
he (the learned counsel) understood had been issued at £8 each, and
in this arrangement also to get control of the defendant Company's
assets of £50,000, the Motor Syndicate arrangement being, it was
suggested, a mere blind, in effect, to enable Lawson, for his own
benefit, to obtain that £50,000.
Without calling on Mr. Warmington, Q..O. (who with Sir Edward
Clarke. Q.C., appeared for the defendant Company), Mr. Justice
Kekewich refused the application. If he were satisfied that the
case was one of fraud he should not, he said, hesitate to act in
restraint ; but he conceived it had not been made out. even to the
extent of constituting a primd-facie case, justifying the course he wm
asked to take. It might be true that Mr. Lawson both had thw
control of the Company and a great interest in the Syndicate, and
was entitled to receive a large sum under it ; but he saw no reason
in that fur concluding that he would not exercise his powers renson-
ably and honestly for the benefit of the defendant Company, which,
he fathered, was not able to carry out its designs without the aid of
some stronger company. As, to his mind, there was not sufficient
proof of Mr. Lawson's desire to act other than honestly he declined
to interfere at this stage, and refused the motion, the costs to be
those of the defendants in any event.
Mr. Warmington said he desired to aay the defendants did not
admit much of what had been alleged, nor was it true to say that
Mr. Lawson was the only director.
The Great Horseless Carriage Company and the
British Motor Syndicate.
On November 25th, in the action of Henry Charles Le Hcrsant,
suing on behalf of himself and all other shareholders of the
defendant company, plaintiff, v. the Great Horseless Carriage Com-
pany (Limited), Mr. Warrington, O.C., asked Mr. Justice Kekewich,
sitting in the Chancery Division of the High Coi.rt of Justice,
to giant an injunction restraining, until the trial of the action or
further order, the defendants, their diioctors, managers, or officials
from eiecuting or in any way proceeding with the negotiations for a
proposed agreement betwt en the defendants and the British Motor
Syndicate (Limited), whereby the asset* and undertaking of the
defendants were proposed to be transferred to the said Syndicate, and
from in any way transferring or parting with to the Syndicate the
assets of the defendants.
In stating the case for the plaintiff, Mr. Warrington said that the
action was brought to prevent the carrying out of what he ventured
to characterise as an outrageous fraud upon the shareholders of the
defendant Company on the part of what he understood was practically
only one director, viz., Mr. Harry J. Lawson. The articles of the
Company no doubt gave power to the directors, and in certain events
a single director, amongst other things, to sell the whole of the assets
of the Company for shares in another company. The only asset of
the Compary of value, he understood, was £50,000 cash in the bank,
the proceeds of the subscriptions of some 90 persons who had applied
for shares to the extent of about £34,000, but had all taken pro-
ceedings against the Company and the directors with a view of
recovering against the Company the money they had paid for such
shares, and against the directors for damages for misrepresentation.
The present plaintiff was one of these persons in respeel i.f fuilv
pn.d-'.ip shares. Lawson, who seemed to have the control of the
Bankruptcy Court.
On November 23rd, in the High Court of Bankruptcy, a receiving
order was made against Charles Nigel Stewart, 39, Victoria Street,
Westminster.
At a meeting of the New-Mayne Electric Rudder Motor Syndicate,
held at Palace Chambers, Westminster, on November 13th, a,
resolution was passed winding up the Company voluntarily, as it
could not. by reason of its liabilities, continue business. Mr. D. F.
Basden, of 3 ', St. Swithin's Lane, E.C, was appointed liquidator.
On November 18th Mr. Registrar Hope presided at a sitting for
the public examination of Sydney Hersee, financial agent, ic., of 14
and 15, Coleman Street, F'.C. who failed last August, with total
liabilities, £14.9b6, and assets valued at sufficient to provide a surplus
of £2,417. Under examination the debtor said he commenced
business ns a financial agent at l'almcrston Buildings in 1882. Since
then he had assisted in the promotion of various public companies.
During the last two years he had assisted in the promotion of the
Tavcrnier Motor Syndicate (Limited), the Armstrong-Dove Motor
Syndicate (Limited), &e. Lack of capital to work a slate qua ry
and a fire-clay mining works had contributed to his failure. The
examination was adjourned for a cash ac<ountto be filed by the
debtor.
In the matter of New and Mayne (Limited), Mr. Registrar Hood
has sanctioned tlio recently-approved scheme of arrangement being
submitted to the creditors and contributories of the Company. lor
the purpose of the necessary resolutions, the liquidator, Mr. D. F.
Basden, has convened meetings of the creditors and contributories
to be held today (December loth), at the Westminster Palace Hotel.
It is proposed to incoruorate a new Company, under the title of
the Engine Patents Development Company (Limited), with a nominal
capital of £3,750, divided into 75.000 shares of one shilling each :
the new ■ directoi s to he Mr. Rculx n Hunt. Mr. William Shrimptoi ,
and Mr. Anthony G. New. Working capital is to te ia:.«ed by the
issue of " A " debentures n> t exceeding tll'.OOO. and "B"delen-
mres are to he issm d to Mr. M. I». Mucker in part re<ler-ption • f
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Decemdbb, 1897.
his existing debentures in New and Mayue (Limited), the balance of
his debt being satisfied by deferred debenture stock ranking pari
ptttu with deferred debenture stock to be issued to all the other
creditors of New and Mayne (Limited).
On November 19th, before Mr. Registrar Linklater, William
Marshall, mining and electrical engineer, 16, Tokenliouse Yard, B.C.,
attended for public examination upon accounts showing gross
liabilities £15,390, of which £6,701 are unsecured, and assets valued
at sufficient to yield a surplus of £54,560. He stated, in reply to the
Official Receiver, that from 1869 to 1894 he was in Australia and
South America acting as a consulting engineer. He returned to
England in August, 1894, with £1,500 capital, and started business
us a mining and electrical engineer at Tokenliouse Yard. In the
course of that business he financed the inventors of certain electrical
patents, and in thai way expended between £6,000 and £7,000. Then
in May, 1896, he floated the London Electrical Omnibus Company
(Limited), with a capital of £250,000, to acquire the plant and
patents. As vendor, he was to receive £20,000 in cash and £80,000
in shares. Xbe initial expenses amounted to about £14,000. The
public subscription did not come up to expectation, and eventually
he returned £13,816 of the cash consideration, and took up the
unsubscribed balance of 27,633 shares. He had returned the value
of his shares at par in the statement of affairs, but they would not
be worth that amount until the omnibuses started running. Witness
attributed his appearance at the Court to loss in connection with the
City of Mexico Tramways, and his inability to immediately realise
his shares in the London Electrical Omnibus Company.
At the conclusion of the examination the Registrar pointed out
to the debtor that his accounts showed a surplus because he bad
returned his Company shares at their faco value, and askod whether
he wished to amend the accounts.
In reply, the debtor said he would stick' to his guns, as he
confidently expected to realise the fall amount in due course of
time.
The dobtor was then allowed to pass.
A Motor-Cab Without a Lamp. — Thomas Nugent was sum-
moned for driving a motor-cab without a light on the north side of
Clapham Common on the night of the 12th ult. P.C. 400 W said
that the defendant was in charge of one motor-cab, and attached to
it was another motor-cab. When the cab stopped the electric light
flew into the lamps, but the moment the vehicle moved the light
went out. The cob was going at a very slow rate. The defendant
said be had been sent to Kingston to fetch a cab that had broken
down, and the road was so bad that the electricity in his cab became
exhausted. Mr. Marsham inflicted a fine of 10*. and 2*. cost*.
A Drunken Motor Cabby. — Leonard Carter, 30, was charged
before Mr. Hannay, at Marlborough Street Police Court, on November
16th, with being drunk while in charge of a motor-cab. Constable
390 C deposed that at about 10 o'clock on Monday night he saw the
prisoner drive a motor-cab out of Regent Street into Piccadilly Circus.
He appeared at first to be going straight across the circus, but
suddenly turned round, with the result that he collided with a four-
wheeled cab, cutting the horse attached to it on the head and
damaging also the motor. Finding that Carter was drunk witness
took him into custody. In defence, the prisoner said he did not
consider himself drunk when the accident occurred. The traffic
caused him to turn and a cab at the same moment turned, causing
the collision. Mr. Hannay said the inspector at the station must
have thought the accused drunk as be would not have taken the
charge. As nothing was known against the prisoner he would only
be fined 5>. as a caution.
♦—
Liverpool Polioemanism. — At Liverpool, on the 21st ult.,
Inspector Breeze summoned James Urnison for using a motor-
vehicle principally for the purpose of displaying advertisements
on the 16th ult. in Lime Street. Charles Taylor and Levi Nutter
wer." summoned for aiding and abetting. Mr. Cripps prosecuted and
Mr. Lynskey appeared to defend. It was stated that on the date
mentioned Inspector Breeze caw the vehicle standing opposite
30, Lime Street, the premises occupied by Messrs. Joseph Crosfield
and Sons, Soapmakers, Warrington. He nsked TJrmson what the
vehicle was intended for, and the r^ply wns "advcr:ising round the
town." Inside the vehicle there were small packets like samples
and a quantity of handbills. For the defence, Urmson and the
others, as well as Mr. J. F. Jones, Liverpool manager for the firm,
were examined. They stated that the vehicle was used entirely for
trade purposes — delivering goods ordered by their customers in
different parts of the town. With the exception of the lettering on
the exterior of the cart there was no other advertising purpose. The
bench upon this dismissed the case. The car was drawn up in the
police courtyard.
»
A Policeman Trie* to Drive an Electrio Cab. — Richard
Thompson, 46, an electric cabdriver, of Blackfriars, wa* charged on
December 10th, at Clerkenwell Police-court with being drunk while
in charge of his vehicle in Oray's Inn Eoad. P.C. 120 si. said shortly
after midnight on the 3rd inst. he saw the defendant driving an
electric vehicle along Gray's Inn Road. Thompson was leaning over
very much on his cab seat, and nearly drove the vehicle into a refuge
in the middle of the roadway. The defendant did not stop when
Urst called upon by the officer^ but after driving 200 yards brought
the vehicle to a standstill. He refused to get down from his scat,
and had to be forcibly taken down by the witness and .another con-
stable. The doctor at the station said defendant was drunk. Mr.
Edmunds, who appeared for the defence : Did you get on to the cab ?
Witness : No j the other officer got on the seat of the cab and
proceeded to drive. Mr. Edmunds : Did he drive the cab into a
wall? Witness: No; he drove it on to the pavement (laughter).
Mr. Edmunds : Is it not a fact that your brother officer soon hod
enough of electric cab driving, and did he not leave the vehicle in the
middle of the roadway for anyone to take? Witness : Ho did leave
it in the roadway (laughter). P.C. 444 E. said he attemptedto drive
the cab, but after colliding with the kerb got down. Mr. Edmunds
said the defendant had an irreproachable character. He had been
a cabdriver for 26 years, and during that time had only been once
before a magistrate. He was then fined 6rf. He occasionally suffered
internal pains, and when he was stopped by the officers ho had a
seizure. Iu consequence of the damage done to the vehicle by the
constable who attempted to drive it, the defendunt had had to pay
£1 2*. 6<j\ for repairs. Ultimately the defendant was bound over to
be of good behaviour for three months.
The National Traction Engine Owners' and Users' Associa-
tion.— The fourth annual meeting of this association was held on
the 8th inst. at the Agricultural Hall, Mr. E. B. Chittenden presiding.
The annual report, as read by the secretary, Mr. H. R. Summers,
stated that the financial support received was still altogether
inadequate, though many new members had been enrolled. The
committee were of opinion that the association had proved that the
present restrictions on road locomotive traffic could be romoved by
energetic combination. There was no doubt that the use of heavy
steam road locomotion was increasing and attracting a large share o F
public attention. It was, therefore, more than ever necessary that
engine-owners should combine together to get whatever improvements
were possible. The committee looked forward to some progress
being made in the attainment of the a«sooiation's demands during the
next Session of Parliament, if the owners would give their support.
On the motion of the chairman, seconded by Mr. Fenton, C.C.
(I)cron), the report and accounts were adopted, and the general
council re-elected. Mr. Griffith Boscawen, M.P., was re-elected
president of the association. On the motion of Mr. H. Westley
(Cambridge), seconded by Mr. W. Arnold (East Peckbam), the
following resolutonwas adopted: — "That this meeting urgts Her
Majesty's Government to consider the important question of agricul-
tural steam road locomotion and to give facilities for passing into law
a Bill to provide uniform regulations and greater legislative freedom
for traction-engines."
All the leading types of Motor-Carriages are fully dealt with in
The Automotok and Horseless Vehicle Pocket-Book of Auto-
motive Formula? and Commercial Intelligence for 1898, which
contains over 200 poges of information. Pi ice 1*. ; post free,
1*. 2d. ; leather, 1*. Hd., of F. King and Co., 02, St. Martin's Lane,
London, W.C.
•
All interested in automotors should join the Self-Propelled
Traffic Association. Frospectus and full particulars enn bo obtained
of Mr. Andrew W. Barr, Secretary, No. 30, Moorgate Street, London,
E.C.— (Advt)
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Dbcbmbbb, 1897.] THE AVTOMOTOR AND HOUSELESS VEHICLE JOURNAL.
9»'
NOTES OF THE MONTH.
A Royal Warrant has been granted to the Electrical Power
Storage Company (Limited) appointing them makers of elec-
trical secondary batteries to Her Majesty.
Tub Chelsea Vestry has passed the resolution for the surveyor
to obtain full information us to the cost of motor-vans. It is
Sroposed to employ 12 ears for the home district and three for
Lensal Town.
It is stated that the Hon. C. A. Parsons is about to construct
at Newcastle a vessel of the torpedo-boat destroyer type, which
he estimates will be capable of easily steaming from 36 to
40 knots an hour.
' Wb learn from the BecJcenham. Chronicle that the local authority
has decided to purchase a motor dust-cart. We feel sure that
the enterprising officials will find this investment a source of
economy to the ratepayers.
Glasgow has at length adopted the automotor vehicle, and
the magistrates have licensed several " Stirling " automotor
vehicles to ply for hire. Trials carried out in the presence of
the municipal authorities have been very successful.
We trust that the owners of the motor-oar so, unwarrantably
interfered with by the Liverpool police will take steps to bring
the conduct of the policemen concerned to the notice of the
Home Secretary, with a view to getting them punished.
A contract for a number of light locomotives for Egypt
has been secured by Messrs. W. G. Bagnall (Limited), Castle
Kngine Works, Stafford ; and the Oldbury Railway Carriage
and Wagon Company (Limited), near Birmingham, have also
received iroin the same quarters an order for 200, wagons.
A new illustrated weekly paper is to be published at Man-
chester, with the title of the Mechanical Enymeer, the price beiug
ed. Mr. William H. Fowler, Wh.So., M.I.M.K, AM.I.C.E.,
&C., is the editor, and the Scientific Publishing Company, of
Hodson's Court, Corporation Street, Manchester, are the pro-
prietors.
— TT-«
A motor-car company for Gourock is in process of being
floated. In the event of the tramways company and the com-
missioners failing to arrive at an agreement with reference to
the repairing of the rails and roadway at the end of the present
lease, which occurs within a few months, the motors are intended
to take the places of the ordinary cars between Card well Bay
and Aahton.
Says a recent issue of Vanity fair : — It may not be generally
known that the motor-cabs are almost useless iu the crowded
thoroughfares, of the City or anywhere where there is much
traffic, because the police — of their own accord or by order of
the higher author ities-^have a profound distrust of their going
faster than a walk or passing any vehicle. As they can be
pulled up quicker than the tenderest-mouthed horse, this is
absurd. How great is. Red Tape, and it shall prevail !
Writing to The Times from Philadelphia, Mr. A, F. Yarrow
gives the following particulars of the hours worked at the
largest shipyard in America — that of Messrs. Cramp, and in the
largest locomotive factory in tlie world— that of the Baldwin
Company. At the former yard, the hours are from 7 a.m. to 12
in the morning, and from 12.45 to 6 p.m. in the evening, whilst
on Saturdays work is knocked off at 4.30 in the afternoon. At
the Baldwin Works the hours are 7 a.m. to 12 iu the morning,
and 1 to 6 in the afternoon.
The contract for the electric lighting of the Dublin Cycle,
Tyre, and Motor-Car Exhibition, to be held in January, has
been secured by Messrs. Tuck and Co. (Limited). The instal-
lation will comprise engines, dynamos, 30 arc lamps, and 1,000
incandescent*. The same firm is putting down an installation
at the Banagher Distillery, where tiiere will be an engine and
dynamo and 300 lamps (incandescents and arcs) ; and at the
Drogheda Steam Laundry they are also putting in engines,
dynamos, and boilers for arc and incandescent lighting.
At the last meeting of the Aberdeen Links and Parks Com-
mittee a report was read on negotiations for a motor-car service
from the centre of the city to the Duthie Park and the Bathing
Station. A letter was read from Messrs. J. and C. Stirling,
Hamilton, who run cars from Glasgow to Dumbarton, stating"
that they would put a service of cars on the routes without
asking the Council to purchase them. It was decided to ask
them for a specific offer. A drawing by a London firm was-,
subinitted of a steam rn.oto.r- bus to cost £700, but the matter
was deferred pending arrangements with Messrs. Stirling.
An order has been lately issued by the Local Government
Board, varying the provisions of Su bisection (4) of Section 28,
of the Highways and Locomotives (Amendment) Act, 1878, so>
that, subject to, the condition* specified in the Order, a Locomo-
tive may be used on a highway if the driving wheels, instead of
being smooth-soled or shod with cross- bars, are shod with
wooden blocks. It may not be generally known that in certain
parts of Lancashire, local authorities have long since permitted
the use of traction-online wheels shod with wooden blocks,
which have been found most suitable for roads paved with
granite setts.
— .■•
According to an evening paper, a gentleman conceived the*
brilliant idea of riding all the way from Oxfoid Street to Hamp-
stead in a motor-cab ; but after the vehicle bad proceeded a few
hundred yards it slowed and stopped. " The electric power,"
said the Jehu, " had all gone. So the unsuspecting fare,
alighted and proceeded on his way. Looking back, he saw that
motorious cab merrily plying for hire towards Oxford Street
again. Even a horse-cabman, as we must call the- cla-is now,
could not have dodged the long fart- better than that. It is sad
to think that the motor -cab should be the cause of so much
aberration from the strict patb of moral duty.
It is staged that, in addition to, the creation of a large number
of additional cab licenses in Leeds, the Hackney Carriages,
Committee are likely to. sanction almost, immediately the intro-
duction of motor-cars to ply the streets for public hire. The
scheme, it is said, has originated locally. The first public move,
however, is directed from London. The chairman of the Hackney
Carriages Committee has received from a London company a
letter asking for permission to run one motor-cab in the streets,
for the benefit, it is understood, of the gentlemen who contem-
plate the formation of a local company. It is probable that the
motor-cab will arrive in Leeds within the next few days.
The accumulator system at Qstend has been adopted for
tramway traction, each Qar being tittol with 12 caqfs of nine
Laurent-C61y cells each, which have a capacity of 140 ampere
hours, and can give a discharge of 50,atupOres. Charging takes
from three-quarters to two hours. The cars weigh 7* tons each,
batteries excluded, and can accommodate 50 passengers. The
I
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THE AUTOMOTOR AND HOUSELESS VEHICLE JOURNAL. [Dicmm*, IHH.
motors, of which there are two to each car, are of lS-kilowatt
capacity, and were supplied by the Westinghouse Company.
They drive, the axles through gearing which reduces the axle
speed to one-fifth that of the motor spindle. One charge of the
battery is sufficient for a run of 44 miles. The tractive force is
found to be 17'6 lbs. per ton at starting, and 8*8 lbs. per ton
when running on the level at a speed of 11 miles per hour.
Nickbl steel is likely to be largely used in automotor con-
struction, and it is useful to note that the resistance of nickel
steel to the attack of water increases with the nickel contents.
The least expanding alloys, containing about 36 per cent of
nickel, are sufficiently unassailable, and can be exposed for
months to air saturated with moisture without being tainted by
rust With a view of testing the expansion of nickel steel,
experiments have been carried out by allowing measuring rods
to remain in warm water for some hours, according to the
Iron and Coal Tradet lievieic. They were not wiped off when
taken out, but were exposed for a longer period to hot steam ;
but the lines traced on the polished surfaces were not altered.
The rough surfaces, when exposed to steam, were covered after
several days with a continuous, but little adhesive, coat of rust.
A costly experiment in aeronautic automobilism with an
alleged steerable balloon has recently been carried out in the
presence of a large number of officers near Berlin, but proved a
complete failure. Both the car and the balloon were entirely
of aluminium, and were driven by a benzine motor. They were
made in the barracks of the Balloon Detachment in order to
keep the matter secret The balloon rose to a height of about
1,0'J(> feet, and then turned round, but, failing to make any way
against the wind, was driven back. It disappeared behind a
oloud, and was not seen again till it was found in a field. The
car was bent up under the weight of the balloon, and both were
badly damaged. The experiments are said to have cost about
three million marks, exclusive of the cost of the balloon, which
came to grief, and which took four years to construct
A NEW STUFFING BOX.
Mr. C. D. Phillips has lately astonished the good people of
Newport (Mon.) by appearing before them on a motor-cycle,
says a local scribe. The motor is started by pedalling the
machine forwards, and after about two turns of the pedals it
begins to propel the tricycle, leaving the rider nothing to do
but to steer. It will mount a gradient of 1 in 10, notwith-
standing its weight — 150 lbs. Machines of this kind cannot
possibly be constructed lighter, as a certain weight is required
to reduce the vibration which any vehicle driven by a motor is
subject to. The oil reservoir will hold a sufficient quantity to
last 50 to 60 miles, whilst the accumulation will even hold out
three times as far. In the run from London to Brighton,
12 months ago, the new Beeston was the only British-made
motor which reached its destination. The speed may be varied,
and in going up-hill the pedals may be worked to assist the
motor. The price — 70 guineas — does not seem exorbitant
when a thoroughly good tricycle will run a purchaser to £30
or £35.
The Foat OfBoe and Automoboliaxn. — The announcement that
we make elsewhere to the effect that a contract has been entered into
between the Postmaster- General and Messrs. Julius Harvey and Co.,
whereby the latter engages to carry the Eedhill mails for a period, is
extremely satisfactory, us it shows that the officials are quite alive to
the advantages of automobilism for parcels and mail purposes.
Messrs. Julius Harvey propose to use a steam van, and we are bound
to say that we think their choice a good one. We understand that
the negotiations between the parties hare been proceeding for some
time, and great credit is due to Messrs. Julius Harrey for the tact
and pertinacity they have displaytd in meeting the departmental
objections, and also to the Post Office officials for their commendable
departure from official tradition in thus taking up automobilism at
such an early stage. If, as we make no doubt, the present experiment
succeeds, we shall soon see the present mail coaches superseded by
automotor mail vans — a consummation devoutly to be wished.
Messrs. Tkobnycboft have recently patented a novel form of
stuffing box, and one which offers considerable advantages for
automotor vehicles. The idea is distinctly novel, and we should say
eminently practicable. As will be seen on referring to the accom-
panying drawings, the ordinary gland or stuffing box is dispensed
with, but into the hollow chamber in which the shaft works is
placed a suitable packing material, preferably whit* metal shavings
or Delaunay Belleville shot packing.
As will be evident from the construction of the stuffing box, the
packing material may be pressed more or less tightly according to
the extent to which by the screwing up of the oap-nuts the blocks
are forced into the interior of the box.
Referring to the drawings, Figs. 1 and 2 show vertical section*,
at right angles to Men other, of a stuffing box. In this examp e
the following parts are integral, that is to say, the lateral wall. I ,
tie inner end, 1*, an external screw-threadei neck, lb, adapted
to be screwed into the en 1, C, of cylinder, tbe o-itor end, lc
(which corresponds to the cover in an ordinary stuffing box), and
the necks, 3 ; 2 is the chamber or space to contain packing material.
**&'*;
The inner end and neck, 1*, lb, and the cover pert, V, of the wall of
the box are bored to fit the rod to be packed. The necks, 8, aie
externally screw-threaded, and have their axes tangential to the
periphery of the rod; 4, 4, are blocks (one of which is shown
separately in Figs. 8 and 4) that fit into tbe tangential necks, 3, and
project into the stuffing box, or in other words into the chamber
which contains the packing that surrounds the rod or part packed ;
5, 5, are cap-nuts that hold the blocks, 4, in place, and by means of
which they can be forced to a greater or less extent into the stuffing
box, so as to press the packing therein against the rod.
The packing Messrs. Thornycroft prefer to employ is that known
as Wheeler's Fibrous Metallic Packing. This packing contains
white metal shavings and fine graphite. The praphite tends to
prevent the white metal shavings flowing into a solid mass that
would be difficult to remove from the stuffing box.
The Prlnoe of Wales and Automobilism. — After languishing
in the cold shade of neglect by the aristocrncy the motor-cab has at
length emerged into the comfortable warmth of Royal approbation.
His Royal Highnesi the Prince of Wales has done the industry
a good turn in his own good-natured way, i.e., by quietly and
unostentatiously making a journey in a motor-cab. When proceed-
ing from Marlborough House to the railway station for Sanlringham
the other day the Prince took one of the ordinary electric cabs
plying for hire in the strett, and travelled in it with his Kquerry by
his side. His Royal Highness appeared to enjoy the experience, and
I shall not be surprised to hear, says a well-informed correspondent,
that the motor-cab has bee i placed in the list side by side with the
hansom cab as his faiour.te vehicle.
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97
CONTINENTAL NOTES.
The Automobile Club of Paris has 1,150 members.
»
M. Sbrpow^et has patented a new form of oil-burner, some-
what on the Bunsen principle.
MM. Paxhard and Levassor are constructing a 20 H.P.
Petrol motor-van for the next Concours des Poids Lourds.
Is spite of all protestations and complaints the French
Ministry has definitely decided to enforce the tax on motor-
vehicles.
»
M. Fulcrand, an abbot, of Marseilles, is having a steam
automotor built ; it will have a compound engine and a
Longuemann boiler.
m
We regret to learn the death of M. Roger, a well-known
constructor of autoraotors and inventor of the oil-motor which
bears his name. Be was only 47 years old.
During his recent stay in Paris Sir David Salomons pre-
sented a beautiful snuff-box to M. le Conite de Zuylen. On
the lid is a picture representing an electric cab.
Petroleum merchants are having a good time in France,
thanks to the spread of automobilism. One merchant has spent
no less than 600,000 francs with one house aloue.
Tub Paris Municipal Council has fixed the following prices
for electricitv :— For lighting, 10 to 12 cents, per hecto-
watt hour. For automobilism (we presume charging batteries
is meant) the price is 4 cents.
Messrs. De Dion and Bouton, with the view of increasing the
popularity of their petroleum motor tricycles, are organising for
next year a series of road races for these machines, in connection
with which prizes will be put up for competition.
The German Post Office authorities have decided to employ
automotor- vehicles. They have ordered two types, one a light
vehicle for the collection and delivery of letters, and the other
a heavy description for parcels, &c. Both will be four-wheeled
vehicles and wdl have Daimler motors.
M. Mobs has brought out a new kind of variable speed gear.
We have not yet seen a speed gear which can by any logical
process be called "variable." If M. Mora has really made a
variable gear he need work no more. We expect, however, that
it is a change speed gear that is meant.
It is stated by the Traction Ferroviaria that at the Krupp
Works, Esson, locomotive axles are now made of steel alloyed
with 15 per cent, of .nickel, which gives a resistance of 99 kilos.
per square millimetre, or 50 tons per square inch, while with
the audition of a little chrome, the steel acquires the almost
incredible resistance, of 180 1<ilos. per square millimetie, or
114 tons per square inch.
The following is the new tariff of the Automobile Club :—
Breakfast, including wine, 3 francs 50 cents. ;' diuner, including
wine, 4 francs ; but on Wednesdays the dinner, including wine,
is 5 francs. The charges are moderate enough, and we hope
that British Automobile Clubs will charge equally moderate
prices.
*
The official report of the Les Poids Lourds will be sent to all
the principal State officers in France, as well as to all officials
who are in any connected with transport. In this way much
provincial ignorance which mayors, policemen, and other
governors of the earth exhibit, not only in France but also in
England, will be dispelled. We would suggest that the Home
Secretary should procure a number of copies, and present one
to every magistrate, J.P., and head constable. It would be a
liberal education to them.
♦
The cyclist may not be altogether blest in this country, says
the Daily Newt, but it would seem, from remarks made by the
lively Revue Mentuelle of the Touring Club de France, that he
is far better off than his brother across the Channel The ttevue
says : — " The Paris coachmen in the first fortnight of October
killed 18 persons and wounded 112. Not a voice was raised
in protest Cest la Liberte ! The cyclists, five times more
numerous, caused during the same period five or six accidents.
The entire Pleas rose as one man, while the magistrates
emphatically declared that the streets are for the carriages
and foot passengers, and for them only ; and they proclaimed
woe to the cyclists ! Cest TEgalite ! "
In the forthcoming motor-car race from Paris to Amsterdam,
the following gentlemen have been appointed a commission : —
MM. Berlier, Herard, Varennes, Recope, Baron de Zuylen,
Comte de Dion, MM. Henri Menier, Andre Lehideux-Verni-
men, Ballif, Rives, Comte de Chasseloup-Laubat, MM Arch-
deacon, Barbet, Clement, Collin, Pierre Giffard, Jeantaml,
L. Lemoine, de Lucensky, Qaston Menier, Paul Meyan;
Panchard, Perignon, Peugeot, Pierron, Pozzy, Ravenez, Sir
David Salomon*, MM. Serpollet, Gastiue, Micheliu, Echwege,
Baron Roguat, and M. Provost ; and in the Marseilles-Nice race
to be held in March, 1898, Sir David Salomons, Bart, has
been placed on the Committee to represent Great Britain.
According to a table prepared and forwarded to his Govern-
ment by the United States Consul at Zurich, there are the
following lengths of tram line operated by electricity in the
various countries of the world : —
Kilometrea.
Kilometres
Germany ....
.... 713
Russia 16'5
France
.... 311
Servia 10
Great Britain
.... 142
Swed-n and Norway 8
Italy
.... 128
Bosnia 6
Switzerland
„.. 88
Roumania 3'5
Spain
.... 53
Portugal 35
Belgium
.... 39
In France the automotor-vehicle is used to convey the sports-
men and sportswomen to and from the scene of operations. In
England the idea of riding to a " meet " in a motor-vehicle
would be received with absolute horror as being contrary to
all rules and precedents made and established and sanctioned
by the custom of ages. Many a country squire regards a motor-
vehicle as an outrage ; but as for using it for hunting ! why
such an innovation is calculated to shake the foundations of
society. However, in France its use for this purpose is extend-
ing, and we are told that the fashion has been set by the Duchess
d'Uzes, who is an ardent automobilist and sportswoman. Her
Grace drives to the hunt or shoot in a Delahaye. Another
leader of French society, M. Perier, pursues the chase on a.
De Dion tricvcle.
I 2
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Ds-cnra™, im.
IN THE PRESS. READY SHORTLY. FCAP ovo.
Price, Is. ; post free, Is. 21. Leather Cover, Is. 8d.
The Automotor and Horseless
Vehicle Pocket Book
OF
AUTOIOTIYE FORMOLE AND COMMERCIAL INTELLIGENCE
NOTIC ES.
This Pocket Book, carefully compiled and edited, will contain
a mass of information such as is daily required by all those
interested in Automobilism, whether they be Designers, Engi-
neers, or Drivers of any kind of Automotor Vehicles, or Direc-
tors, Managers, or Shareholders of Automotor Companies. The
Contents include —
PART I.-TECHNICAL.
ALMANACK, &o. Meteorological Data. Weights and Measures
(Briii'h and Metric). Conversion of British and Metric Units.
Tables of Speci6c Gravities and Conversion of Thermometer
Scales. Wire Gauges. Weights of Metals, &e., &c.
DYNAMICS.— Units of Force. Speed Tnbles, Ac., Ac.
TR ACTION.— Resistance of Roads. Tractive Power of Locomotives.
Curves of Resistance due to R->ad and Gradient. Tables of
Gradients. Influence of Grade on Traction, &c, <£c.
MECHANICAL DATA Ball Be irin?s Chain Gear. Fly Wheels
for Gas and Oil Motors. Te.t* ror tndinrubber. Wheel Gearing.
Shafting. Horre Powrr. Pump Formulas. Whitworth Bolts
and Nuts. Nickel Steel, Ac , Ac.
FUELS.— Calorific Power of Fuels Data relating to Various Fuels.
Comparison between Coal and Petioieuin. Liquid Fuel. Illus-
trut'ons of all Best-known Burners, Ao . &c
STEAM.— Data reiatinsto Pr perties of , and Tables. 8team Motors.
Conden-ers. Rules for finding Horse-Power Mean Pressur. s.
Horse Power, Ac. Illustrations of Automotor Steam Generators,
Ac., &c.
PETROLEUM MOTORS.— Official Tests. Single, Double, and
Four-Cylinder Motors. Dimensions, Weights, and Powers by
Various Maker*, Ac., Ac.
ELECTRIC MOTORS.— Ba'teries, Lists and Tes's of. Tables of
Weight, Ac, of Various Makers. Particulirs of Motors.
Directions for Charging Batteries. Care of Cells. Wir;n»
TaLlea, Ike, Ac.
MISCELLANEOUS INFORM ATION. — A Number of Useful
Formula?^ iind a Quintity of Miscellaneous Data relating to
Automobilism, Ac, Ac.
PART II— COMMERCIAL.
Full Text of the Locomotives on Highways Act, 1896. Local Govern-
ment Boa-d Regulations. Regulations for Motor- Vehicles in
Scotland. Inland Revenue Regulations. Regulations for the
Carriage and Storage of Petroleum.
List of Limited Liability Companies, Engineers, Manufacturers, and
Others making, using, &c, Motor-Cars, giving details of Capital,
Ac, Ac.
French Automotor Makers.
List of Books on Automobilism.
Acts of Parliament aH'eciing all who Build, Own, or Use Automotor
Vehichs, Specimen Automotor Log, Ac, Ao.
•MM«"k«>««Pk«>k^s*«*aw«*"k«*^Ma^^
No expense has been spared to nuke this book the VADE MECtfM of Anto-
mobllipm. No other publication contains such a mass of useful matter relating
to the industry.
Prloe, la. ; poat free, Is. 2d. Leather Cover, la. 80.
■ss^i*^^fcs^^aw^^^s^js»j^*^^Siss^s^i"^s^^
Intending purchasers should send in their orders as early as possible to
F. KNG AND CO., LTD., 62, ST. IARTIN'8 LANE, LONDON, W.G.
PUBLISHERS AND FHOFHIBTOHS.
Contribution* and articles likely to prove of interest to our readers
rill receive due attention, but in all cater the name and address of the
writer must be given, not necessarily for publication.
All matter intended for publication should reach us not later than
the 10th of each month, and be addressed to Thk Editob OF " Thb
Automotor and Horseless Vehicle Journal," 62, St. Martin*
Lane, London, W.C. Stamped envelope mutt be sent if the manu-
script is required to be returned. The Journal it published the
middle of each month.
All Advertisements should be addressed to F. King and Co.,
Limited, 62, St. Martin's Lane, London, W.C, where Advertising
Sates map be had on application.
The Annual Subscription is Is., including prepaid postage to any
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Cheques and Post Office Orders should be made payable to F. Km o
and Co., Limited, and crossed London and County Banks otherwise
no responsibility will be accepted.
Special Notice.
Thb Automotor and Hohsexbbs Vehicle Journal can be
obtained from all Messrs. W. H. Smith and Son's bookstalls, and
the following Agents : —
London : Pottlb and Sons, 14 and 15, Royal Exchange, E.C.
Wholesale : Bkett and Co., 5, Pilgrim Street, Ludgata
Hill, E.C.
Birmingham : J. MoCann, 37, Union Street.
Manchester : John Hetwood, Deansgate.
Newcastle-on-Tyne : C. C. Ross, 85, Side.
Paris : Hosiers Moreau, 97, Run Nollet.
Victoria (Australia) : Phillips, Ormonde, and Co., 169, Queen
Street, Melbourne.
When any difficulty is experienced in procuring the Journal from
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from the Publishing Office, by forwarding remittance of Is. for
12 months' subscription, post free {or at the rate of Td. per copy).
COVERS FOR BINDING
VOLUME I
OF THE
AUTOMOTOR & HORSELESS VEHICLE JOURNAL
Price Is. 6d. ; Post Free, Is. M.
Can lie obtained through the usual Agents, or direct from the
Publishers.
Most of the back numbers can still be obtained at 6d. per
copy, or 7d. per copy post free.
INDEX TO VOL. I
It Published Free with the October Number.
The Price of Volume I, bound complete, has been raised to
•HE GUINEA NET.
Proprietor* and Publlahera— V. KINO & CO., LIMITED,
62, St. Martin's Lane, London, W.O.
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liKcsiniKii, 1897.1 THE AUTOMOTOR ANV HORSELESS VEHICLE JOURNAL.
99
c
ORPOBATION OP LEICESTER.
The SANITARY COMMITTEE of the Leicester Corporation
invite DESIGNS and TENDERS for MOTOR VEHICLES for
the collection of House Refuse.
The motive power, capac ty. and all other particulars lire to be
described in a full Specification, accompanied by Drawings, and
delivered at bit oftVe, addressed to the " Chairman of the Sanitary
Committee," not later than MONDAY, January 31st, 1898.
The loaded wagons would hare to a«cend an incline of 1 in 20,
tarn in a limited space, back and tip over a beam about 14 inches
high by 12 inches in width, and whin empty descend a road having
a gradient of 1 in 15.
The Committee do not bind themselves to accept any proposal,
and firms tendering must do so at their own cost, no fees being
allowed for the preparation of drawings, &c.
E. GEORGE MAWBEY C.E.,
Borough Engineer and Surveyor.
Town Hall, Leicester,
4th November, 1897.
The Automotor and Horseless Vehicle
Journal.
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
DECEMBER 15th, 1897.
DIARY OF FORTHCOMING EVENTS.
Notices to be included under this heading should reach the
Office not later than the 12th of each month.
[For full programme and proceedings of the Self- Propelled
Traffic Association, see p. 105.]
Exhibition of Locomotion and Engineering, Rifle
Barracks, Belle Vue. Bradford.
Liverpool Cycle and Motor-Car Eihilition,
Liverpi ol.
Midland Cycle and Motor-Car Exhibition,
Bingley Hall, Birmingham.
Sheffield Ctcle, Motor-Car, and Accessories Exhi-
bition, Drill Hall, Sheffield.
Yorkshire College Engineering Society — " The
Steam Turbine Engine and its Applications,"
by John D. Bailie (C. A. Parsons and Co.,
Newcastle).
Marseilles aud Nice Race (organised by La France
Automobile).
Society of Arts Cantor Lectures — " Electric Trac-
tion," by Prof. Carus 'Wilson.
Self - Propelled Tiaffic Association (Liverpool
Centre) Heavy Vehicle Trials.
Motor-Vehicle Exhibition, Paris. Automobile
Club of France. Sections — (a) Automotor
vehicles which have given proof of their
practical efficiency ; (4) Industries connected
with automobilism s (c) Motors alapted for
automotors ; (d) Vehicles adapted for auto-
mi tors.
Race from Paris to Amsterdam, under the
ausp:ces of the Automobile Club of France.
Bace from Paris to St. Petersburg, under the
auspices of the Automobile Club of France.
Par's International Exhibition — Great Display
of Automotor- Vehicles and Allied Trades.
1898.
Jan. . .
• .
Jan. 11
..
Jan. 20-29
..
Feb. 3-12
• •
Feb. 14
•*
March 6 and 7
May 2, 9, 16,
23
May 24
••
June ..
• •
July 5 . .
1899 ..
1900 ..
ANSWERS TO CORRESPONDENTS.
A
Serena. — "What you ask for would entail an enormous
amount of labour to send you personally. You will find
the whole of the particulars you ask for in our 1898
" Automotor Pocket Book of Automotive Formulas," which
will be published about the last week in December.
Yorkshire Motor-Car Co. — We have sent your communi-
cation on to Messrs. Halstead and Horsbnrgh.
T. J. Mercer (Sligo). — (a) The Journal shall be sent you as
instructed, (b) The address of the manufacturers of the
Scotte Motors is Soci6t6 des ChaudiSres et Voitures a
Vapeur Systdme Scotte, 66, Rue de Provence, Paris.
Woodhou8E (Derby). — The books shall be sent you immediately
upon publication. Messrs. Halstead and Horsburgh's
address is Wliitefield, near Manchester.
Richardson (Leeds). — (a) We should say distinctly not. (b)
Before doing anything write Messrs. Julius Harvey and
Co., Consulting Engineers, at 11, Queen Victoria Street,
London, B.C They have the matter in hand.
AUTOMOBILISM IN LIVERPOOL.
In Liverpool the question of automobilism has been taken up
with commendable Zealand enterprise— not, we think, from any
academic or philanthropic desire to cheapen the cost of trawi-it
of the poor man's coals, or his beer, or anything else which is
his, but in a practical sp'rit of enlightened selfishness, which, after
all, is perhaps the best way of regarding any question of public
convenience. Liverpool and Birkenhead are the natural basins
into which flow the vast streams of manufactured products from,
to pursue the analogy, the commercial watershed of West York-
shire and East Lancashire. Into Birkenhead and Liverpool
comes also the bulk of the North American produce ; and,
although produce grown thousands of miles away is brought
into Liverpool at what are ridiculoui-ly low charges for freight,
and finished goods are carried from Liverpool to the ends of the
earth at equally ridiculously low charges, complaints are, and
have been for years, rife of the heavy costs that the manu-
facturers in Yorkshire or East Lancashire or their consignees
abroad have to incur before the raw produce can reach the one
or the finished product be used by the other. If the freight
charges on, say, a parcel of cotton- spinning machinery made in
Manchester and intended for erection in Japan, or the same
charges on a Colorado ox for its transport to Birkenhead and its
delivery as dead meat to Manchester, be examined, it will be
seen that the heaviest item is railway carriage. In South Lanca-
shire perhaps more than in any other part of the kingdom, the
railway interest is all powerful— it has practically a monopoly.
Attempts have been made from time to time to introduce com-
Ceting means of transit, and the Manchester Ship Canal was
uilt partly with this object. Owing to causes which need not
here be discussed the Canal has failed utterly in this respect,
and at present it is to all intents and purpose* a more or less
useful adjunct to the L. and N. W. R. Just as on the physics
of metals there is an "elastic limit" or point beyond which
stress is accompanied by deformation or strain, so in individuals
there is a human elastic limit of endurance. Railway, telegraph
companies, and other large trading corporations are well aware
of this, what we may term law of public stress and strain. To
give an example : — The Standard Oil Trust and their agents,
the Anglo-American, the houses of Nobel and Rothschild
between them fix the price of petroleum. They don't compete
because they pursue a policy of enlightened selfishness. Between
them they may advance the price of oil by a few cents, or
they may lower it by the same amount. The difference may
mean thousands or millions of profit, which comes out of the
consumer's pocket, and he does not mind a bit. There is,
however, a price beyond which he won't go, and the companies
1 Oorv.M
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [1>eo«iibm, isbt.
dare not attempt to reach this limiting figure, or they would
arouse the apathetic selfishness of the public. Really the remedy
for dear oil or heavy railway charges lies very largely in the
hands of those who pay. Few of us can afford the luxury of
an nil well in the back-yard, and still fewer of us own skips
or railway shares ; but in Liverpool as in Manchester, or
indeed in any large city, the formation of automobile carrying
companies, requiring but little capital to run them, might well
be attempted. As will be seen from the excellent paper read at
Liverpool before the Self- Propel led Traffic Association by Mr.
Worby Beaumont, an excerpt of which is published in our present
issue, that gentleman does not think heavy auiomotor vehicles,
weighing, when loaded, some 14 tons, admissible, chiefly because
of the heavy wear ou the roads and the steepness of the gradients
in and around Liverpool. He is inclined to favour automotor
vehicles carrying from five to six tons. We quite agree with
Mr. Worby Beaumont that by the adoption of a plate railway,
Hiich as suggested by Mr. A. Holt, these objections would vanish
or be materially lessened. On the other hand, plate railways
would hardly be admissible on the steep gradients that are
found leading from the docks to the open country. Indeed, no
more difficult site for the development of heavy automotor
traffic could be w»ll imagined than Liverpool. The railway
companies have had to cut and tunnel extensively, and this
opens up the question whether, after all, a light tailway would
not meet' the case. Inasmuch as it wculd involve tunnelliDg,
we think that if it is decided to have a light railway it would
be as well to have an ordinary heavy railway, which, it is safe
to say, would be in the Receiver's hands inside of twelve months.
A railway of any sort iu this district has, as is well known, the
option of working with existing companies or winding itself up.
Again, take this more practical instance. One steamer dischargee
in the Alexandia Docks, another in the Toxteth Dock, some six
miles a|>art. What the merchants and shipowners, so ably repre-
sented by Messrs. A Holt and A. Jones, want is the power to
send au automotor vehicle to one or the other, and take, say,
Smith's consignment of 25 or 50 hales of cotton direct ex wharf
to the factory at Warrington, Salford, Manchester, or Oldham.
Can it be done ? It can, providing that local authorities and
those owning these automotor vehicles will arrive at some
equable arrangement as to maintenance of roads and bridges.
After having witnessed, as we did, the exceedingly onerous
French trials at Versailles, we are more than ever convinced that
heavy automotor traffic ran be advantageously undertaken even
iu Liverpool ; and we speak with some small local knowledge.
A heavy railway is out of the question. A light railway would
be objected to by the Corporation, as interfering with their
tram schemes ; moderate automotor vehicles, such as Mr. Worby
Beaumont suggests, should be tried first, and their economical
limits determined ; heavier ones might then be built. Unfor-
tunately there was no discussion on Mr. Beaumont's paper, and
the rather pessimistic impression that ptevailed to the effect that
heavy automotor vehicles are not possible could not be corrected.
Seeing how deeply interested Liverpool is in this question, and
bow, with a capital of less than £10,000 the whole thing could
be exhaustively threshed out, it is to be hoped that ste|is will
be taken by those most concerned to test the various views put
forth. It is useless, it is stupid, to say, as do the London bus
and tram directors, " We are waiting for" the ' really satisfactory '
motor," because the perfect motor vehicle does not exist, any
more than the perfect steamship or the perfect mangle, and
probably never will in our time. G. H. L.
>n*%^«#4,n*%^VAn^^\^^^^^^^q,
THE RISKS OF HORSE DRIVING AND RIDING.
When the poet of old wished to show up the general folly and
stupidity of mankind he said: "Some put their trust in
chariots and some in horses," thereby implying that in so
doing they were relying upon something unstable, uncertain,
and unsafe. In those days, when chariots were the only
vehicles known and horses or other animals the only sources of
tractive power, the user had no choice. He either had de facto
to put his trust in them or leave them alone. Nowadays there
is really little or no excuse for putting any trust in horse-drawn
vehicles. Yet such is either the influence of the barbaric
instinct or the force of habit that many people prefer to ride or
drive horses who might with advantage to themselves and their
families prefer the unquestionably safer automotor vehicle. We
ourselves, in common with other bumble members of the com-
munity, are too often forced by circumstances to entrust our
lives to the London jehu who drives a bus or cab ; we, however,
never do bo willingly, and could we afford it nothing would
ever tempt us to risk an otherwise useful and blameless existence
by entrusting it to chariots and horses.
It may certainly be advanced that little risk is entailed when
dealing with the poor, overworked, underfed, broken-spirited
animals that one is accustomed to see in London and Paris
cabs and omnibuses ; but one never knows, even these creatures
are at times afflicted with a kind of equine hysteria, and under
the impulse of a glorious discontent with their unhappy lot they
make < ne last mad rush for freedom and are usually only-
stopped when they have succeeded in knocking down a lamp
post or two or smashing the plate glass of a shop. Far more
dangerous is it in the country, where horses are usually better
treated, especially when, as is often the case, they are not too
much worked and are only too glad to bolt at top speed on the
slightest provocation. How many valuable lives have been lost
through this cause it would be difficult to say, but every_ now
and again we read of sad and deplorable accidents occurring —
all the more sad and deplorable because the risk is so
utterly unnecessary. It is not too much to say that weie
hunting and driving pastimes indulged in by the working
clashes we should be assured " that legislation was im-
peratively called for to prevent the loss of life of British
working mtn and women." As it is, these pastimes are
ii dulged in only by the " classes," and so nobody — at least no
" popular representative "— cares whether the annual loss of life
occasioned by riding or driving high spirited horses is much or
little. Leaving this aspect of the question, it is undoubtedly
the fact that riding or driving horses is attended with a much
greater ii*k than any other form of locomotion, and it is no
doubt the element of danger involved that makes these pastimes
such a favourite "si oit," and this is enhanced by the absolute
uncertainty of what the horse is going to do. Indeed unre-
liability is, perhaps, more than any other the distinguishing
characteristic of the animal. We are led to make these
remarks in consequence of the sad and deplprable. death
of a very distinguished lady — a personal friend of Her
Majesty, and one, moreover, greatly esteemed by all classes —
we refer to the late Couiitess of Lathom. It seems that,
according to the rejiort published in the daily papers, the Earl
and Countess of Lath< m had invited a large number of guesta
for the opening of the shooting season on their Lancashire
estates at Ornmkirk, and on the morning of the 23rd ult. his
lordship and his guest* shot over the covers. Several ladies
were present iu carriages. After luncheon the Countess of
Lathom left the party in a phaeton, drawn by two ponies, which
she herself drove, her' companions in the vehicle being two other
ladies. A coachman was iu attendance. Not far from the
entrance to Lathom Park one of the ponies became restive, and
made a sudden plunge, which caused the carriage to swerve to
one side of the road, where there runs a tome what deep brook.
The wheels slipped over the bank, and the vehicle toppled into
the stream. The Countess of Lathom fell into the wafer, and
the carriage rolled upon her. The other ladies, as well as the
coachman, were also thrown out, but escaped the falling vehicle,
and suffered little injury save a few bruises and the shock
inevitable in such an occurrence. The coachman at once pro-
cured assistance in the neighbourhood, and the carriage was
lifted out of the brook. Her ladyship was found under it in
the water, and it appears that in the fall she must have been
kicked by one of the struggling ponies. The body was at once
removed to Lathom House, and Dr. Pendlebury; of Ormskirk,
was summoned. He expressed the opinion that death was due
to concussion of the brain.
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That such an accident should occur is always probable. It
only requires the slightest cause to make a horse restive, and he
then becomes a maddened and unmanageable brute. We can
only express the hope that these accidents will become rarer
in future. There is no reason whatever why precious lives
should be thus risked. The ordinary bicycle is iufinitely safer,
more reliable, and cheaper in every way than the best horse ;
while a well-designed automotor vehicle is beyond question the
only conveyance suitable for ladies.
«\M««AAM»^HHWM««M«
%* The General Post Office authorities have within the last
two or three days arranged a contract with Messrs. Julius
Harvey and Co., of 11, Queen Victoria Street, for the regular
conveyance of parcel mails between London and Redhill, to
commence on Thursday night, the 16th instant. The van to
be employed will be on the " Lifu " steam principle, and will
have to carry all the heavy Christmas mails »■» a start. This
contract has been entered into after thorough inspection, &a,
by the Secretary and the chief officials of the Post Office.
<»W»w^^w»<»>W'<*WW*VWW
AUTOMOBILISM AND THE LONDON COUNTY
COUNCIL FIRE BRIGADE.
We do not profess to be prophets, but we claim to know something
—not much, perhaps — of the subjects upon which we write. In last
month's Aotomotob, writing on the Fire Brigade, we said : —
" Speaking generally, it must be said that most of this enormous
plant is antiquated and obsolete in design, and generally inefficient :
there is not a single steam motor which works at anything more
than 150 lbs. — a comparatively low pressure. There is not a single
electric pump. Flexible metal seotion hoses are things utterly
unknown to the Fire Brigade, as are wiiter towers and otaer
improved means for dealing with fires. Lastly, there it not a single
automotor fire engine in the first city of the world. Can it be
wondered at that London fires are so frightfully destructive and so
costly ? Little or no improvement has been made in the plant of the
Fire Brigade since the da\s of the old Metropolitan Board of
Works."
We— not being prophets — did not anticipate that such an absolute
and positive proof of our contention would be afforded within suoh
a short t me, yet, as all the world now knows, London has narrowly
escaped destruction by fire simply because we have no means of
dealing with large conflagrat ong. When flame is applied to a com-
bustible in presence of tree oxygen total combustion ensues with
greater or less rapidiiy. By various means the combustion may be
checked or stopped altogether. If the combustible is of value the
scientific method of treatment would be to stop the combustion with
as little damage to the unconsumed portion as possible. Now fires
in cities have from time immemorial been frequent, costly, and
destructive, and it would be a reasonable assumption that at the end
of the nineteenth cent <ry fire extinction and prevention was a fine
art. Tet what are the facts ? All the more serious fires which have
occurred in London during the last 20 years, including the enormous
one on the 19th ult., hare been distinguished by the same character-
istics ; these are : —
(a) A small fire has become a large one because there is no such
thing in London as scientific fire prevention.
(ft) The fire has always involved the total destruction of the
premises upon which it has occurred.
(e) The fire has always extended to adjoining premises.
(d) The damage done by the Fire Brigade is a large proportion of
the total loss.
(«) The operations of the Brigade are mainly confined to pre-
venting the extension of a fire after the latter has become, in
vulgar parlance, " well alight."
Tt must, of course, be understood that we make no reflection npon
the personnel of the Brigade. We quite admit that all firemen are
"gallant." We suffer from no lack of brave and gallant men and
women in all walks of life. But bravery and gallantry, as all history I
shows, are of little avail without good organisation and appliances,
and it is just these two matters which, in the case of the London
Kire Brigade, are so susceptible of improvement. The Fire Brigade
has been a kind of spoilt child with the public, and, like all spoilt
children, it is impatient of criticism and control, but greedy of
applause. If one obserres the proceedings at a fire, it must be
conceded that, as a rule, tiie men are fairly well handled ; but there
is too much theatrica'ity, too much of the po ished brass and
tinkling cymbal for efficiency. A steam fire-engine drawn by horses
dasl in<» up to a fire n.> doubt tickles the eyes and ears of the
groundlings, but it makes the jud cious grieve to reflect that this
costly and inefficient n ethod of propulsion is yet. with us in the
land, and that this wretched two-horse show should be trotted out as
an up-to-date fire appliance of the first city of the word.
In order to give an idea of the obsolete claract?r of the so-called
fire engines used by the London County Council we give the follow,
ing particulars : — The boilers are of iron, of a design that is nearly 50
years old ; they carry steam at the comparatively low pressure of
100-120 lbs., and can only by dint of hard firing and careful nursing
and stoking .maintain it at that. The pumps arc of the obsolete
single cylinder bucket and plungfr type ; iheir maximlim-ratod (»ic)
capacity is 850 gallons per minute, usually ihey are doing well if
they deliver 200 gallons per minute This water is discharged
through a It-inch nozzle, and is supposed to reach to a height of
160 1eet— as a fact 80 feet is nearer the mark. To work this
amplified garden squirt no less than 30 l.H.P. and six men arc
required. These pumps hare a modulus of about '30 only ; in other
words, they are Tery inefficient. Consequently, in order to throw
any stated quantity of water on the scene of a conflagration three
times the number of pumps, and therefore three times the plant and
appliances, is required than should be necessary. We undrr.-tani
that there is only one fire engine in the London Fire Br g de that
can deliver 500 gallons p?r minut-*, wlurens in many provincial »nd
Continental cities the engines can throw from 1,500 to 1,800 gallons
per minute, t'ie average capaciiy of rhe London squirts being
abqut 200 gallons per minute. One of the dis»d i-antiges attending
the use of such small capacity engines is the small size of the pro-
jected slr.-am of water and the low pressure. The consequence is
that when these gai den-squirt streams are projected into a fierce
fire the wa'er is flushed into steam, and much of the latter becomes
d ssooialed aid actually feeds the flames; in short, in not a few cases
the Fire Br cade's efforts increase the conllag'a on. 3o long as pure
water is used it must be delivered in 1 rge volumes at high pressure.
This means lurjre, powerful, automobil -. engines, of not less than
50 E.H.P. It also means the use of Water towers— things utterly
unknown in London. Naturally enough the glaring inefficiency of
the Fire Briga'le and the danger of repeating the great fire of 1666,
which was not at all improbable, aro isecl much feeling in the Press.
We need not notice the comments made in the lay journals, but the
phenomenal ignorance displayed by the Daily Telegraph deserves a
word. In a leading article on the Fire Brij.ale it says : — "Motor
fire-engines have been suggested after the American model, but these
would be almost as much embarrassed by narrow winding lanes as
horses." We need hardly say it is just this very property of being
able to penetrate where horse-drawn could not that is one of the
many advantages o'' automotor vehicles. This is the unanimous
verdict of all competent persons who ha^e ridden in them. Turning
to the professional jouraals we find the Fire Brigade regarded much
from our point of view ; thus in a rjcent issue Engineering says : —
" But what are the lessons of this enormous conflagration ? Those
who attended the fire, and have afterwards examined the ruins, can
only tell the same tale. The lesson is, that we seem to know but vety
little about fire protection in London, and that the sooner we tako
up the matter, the better for all concerned, more particularly if we
remember the rale at which the metropolis is growing in extent, the
greater costliness of our structures, and their contents. We are not
only much too far tchind other countries in taking preventative
measures, but we are certainly also not ahead of other modernly-
equipped cities as regards fire-extinguishing, excepting, perhaps, in
the physique and activity of our firemen, our horseflesh and driving,
our new fire-stations, some of our engines, the cleanliness and bright-
ness of our brisswork and red paint. Our Fire Brigade can al.»o
boast of being able to play to the gallery better than many of their
colleagues elsewhere. As regards organisation, general management,
and appliances, tactics, and. what is perhaps most serious, the prin-
ciples tn which our fire servico is based, we are not only worse than
many other cities, but actually the laughing-stork of the foreignir,
who we arc so apt to despise. There is not the least doubt that
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102
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [d^bmbbb, 1897.
.... trhst was the model brigade of the world in the seventies
certainly no longer holds that position. Other nations learnt from us
at that time and adopted our methods, improved and developed them,
whilst we have practically stood still in everything, excepting numerical
strength."
In order to improve the present inefficient, costly, and theatrical
service we make a few suggestion* : — Imendir.ent of the Metropolitan
Building Act; compulsory installation of hydrants; drawing water
from the mains and of cisterns containing chemical fluid* on the
roofs of warehouses and building* containing easily inflammable
goods; the erection at salient points of electric fire-pumps, these
should be either fixe! or automobile, in the latter case reels of
armoured cable would be required ; the replacement of the present
fire-engines by automobile engine.', and the use of water-towers ; and
lastly, the reorganisation of the brigade.
REVIEWS OF BOOKS.
" Motor-Cors and the Motor-Car Act, 1896," By Walteb Smyth.
2nd edition. (Dublin: Hodges, Figgis, and Co ) Price Gd.
This is a little brochure which in four ohapters contains all the
informat'on that the layman need know of the law of motor-cars.
Tho author is evidently an enthusiast, but is not an engineer, or he
would not say that steam has been superseded by its two rivals (why
rivals?) electricity and petroleum. He oontinues : "There U no
doubt that in regard to economy petroleum is undoubtedly (fir) the
cheapest, but there are other desuable qualiti s to be looked at, such
as bulk and safety, and of these electricity has the advantage.'
Whether it be an advantage to have the bulk nee ssitated by the uso
of accumulator cells may be questioned. Again, the piston of the
Daimler motor is not " driven up and down " the cylinder by small
explosions, &o. In his legal knowledge the author is much better
)M>sted, but 88 there are at least two or three standard works on the
snbji c , it is easy to ascertain what the law is. Chapter I V relates
to the law for Ireland, which does not differ substantia'ly, if at all,
from that of the United Kingdom. The work is certainly worth its
' price, and as it can bo easily oarried in the pocket its small bulk is an
advantage,
♦
The Engineering Magazine. — The November number of this is to
hand, and. as usual contains plenty of matter interesting alike to the
engiueer and business man, especially if the latter is engaged in
transportation work. The first article by Mr. H. S. Maxim will be
read with more than ordinary interest at the present juueture, it is
eutitled " The Effects of Trado Unionism upon Skilled Mechanics."
Mr. Maxim, as a strong individualist, has little or no sympathy with
trades unions. We have always regarded such bodies as useful, but
imperfect and crude, and as education advances their power will in
the nature of things decrease, simply because no half-dozen educated
men could, if they were made of common or garden clay, consent to
have their individuality sunk in a dead level of mediocrity — we are
loo selfish. Mr. Maxim gives many examples of the methods of tiades
unionism as applied to the lessening of production and the peculiar
views entertained by members of unions. One instance is the follow-
ing. He says : — " I remember that on one qccasion several delegates
were sent to us by the Amalgamated Society of Engineers, with a
complaint that we were allowing ac up skilled man to work a Brown
* Tbe following nre-extinguitshing composition Is cheap and effective. Six
solutions should be prepared as follows :—
1. Ammonium chloride
Water
2. Calcined slum
Water
3. Powdered ammonium aulphate
Water
4. Common salt
Water
6. Podium carbonate
Water
6. Soluble glass
0-44 lb.
4'4 galls.
077 lb.
2'2 gulls.
«•» lbs.
11 galls.
4-1 lbs.
8'8 galls.
0-77 lb.
1-1 galls.
»•» fbs.
The whole of these should be mixed together In the order Indicated, and
44 galls, of water are then added to the result: This solution is very useful for
nmall nre-extinguislursi. By taking luo or'l.wo or lu,uuu times the" quantity a
larger tire could be dealt with.
and Sharpe milling machine. The chief spokesman was a very young
man. He said that this machine was of a very high order, and ought
by rights to be worked by a man skilled in the art, and not by a mere
labourer. We informed him that the man who was operating the
machine was indeed a skilled man, that lie was able to do the best
work done in the place, and that he had worked a milling machine
for 80 years, beginning ►everal year* before the spokesman him>e!f
was born. We asked liiin if he could do better or quicker work than
the man complained of. He said that he did not think he could do it
as well. He admitted that the man was atle to do the work, but
said that technically he was not a skilled mechanic, because he bad
not served as an apprentice before he was of a certain age. Conse-
quently, no matter what he might do alterwards, or bow skilful he
might really make himself, he must remain for ever, technically, an
unskilled workman, work for lower pay. ami be debarred from doing
the fine work that he was so well qualified to do. I found that this
same feeling existed all over England." Mr. Maxim concludes: —
" It appears to me that trade unions oppose, and always have opposed,
the use of machinery which enables work to be turned out quickly
and cheaply, and I believe there has never be n a machine, apparatus,
or system introduced into England which has helped to give her the
position whieh she now occupies as a great manufacturing nation,
which has not been opposed tooth and nail by the ignorant and
unthinking who make up the rank and file of the Engl s i t.-ade
unions." We would correct Mr. Maxim on one point— he must
except the cotton operatives from the last charge.
" Future Su remaoy in the Iron Markets of tne World," by Mr. J,
Stephen Jeans, is, as might be expected from suoh an authority, a
useful contribution. He shows what a leading part the United
States are pi tying in the production of iron. We ourselves remember
carrying " pig " to the States ; now it is imported. Mr. Jeans shows
also that much of the credit for the present position of the United
Stttes is due to the American working-man, who is more highly paid,
works longer than our own, and who, by his superior intelligence,
welcomes every possible improvement in machinery, because it
enables him to do more work, and therefore earn more money in
a given time. ■' Modern Wharf Improvement* and Harbour (we
beg pardon, we should write Harbor) Facilities," is the sec >nd of
a series of ar.icles which was commenced in the last issue. We com-
mend them to our friends the S.P.T.A. of Liverpool. " Cost.
Keeping Metlods in Machine Shops" appea's more directly 1o
ii'anagers, and is of little gen iral interest. "American Tall Bu Id.
ings" is a smart criticism of the architectural methods pursued in
the States. The author, Mr. S. Cooper, is quite content to let our
American friends rejoice in their tall buildings. He, as we do, prefers
more humble dwellings. " Th« Enormous Possibilities of Ha, ii
Electric Travel" is also a continuation of a series of articles on this
subject. The authors simply revel in estimates and sla'ist os, and
we have no doubt but that this contention will be keenly cr.t.cised
on this side.
" The Economical Governing of Steam-Engines " is a con'ribut'on
to this important subject by one of our greatest living authorities.
Mr. John S. Koworth iB, we need hardly siy, the recognised
successor of Willans, and the present paper is largely an expos turn
of the now well-known " Willans' Law." We cannot do justice to
this ar.icle hero, and beyond recommending it strongly to engineers
we leave it. A paper on •' Cement in Construction Work " and one
on " Ore-Loading on the Great Lakes " arc useful but not particularly
informi ig. " Englisn Hallway stations," by Mr. Whitehead, is an
interesting account of the handling of goods in large depots. It is
well to know that the companies kindly store produce in their ware-
houses rent free for a month. " Civil Engineering " is dealt with by
Mr. Graham Harris, C.E., who 'n a stridly professional manner tells
us that in Greater London, with it* population of some live and
three-quarters or fix millions, there has to be disposed of every week
a weight of dead humanity equal, roughly speaking, to some luO tons,
or something like 15 tons per day for every day of the week. a,ud
" this although Greater London is probably the healthiest city in tho
world, the average death rate being as iqw as 19 per 1,000 inhabitants
per annum. It is a gruesome thought," continues Mr. Harris, " and
a gruesome calculation, but the fact has to be recognised t iat, to put
it in another way, a heap or pile of dead humanity tome 8 feet
high, 6 feet wide, and more tlian 260 yarJs (750 fe^t) long has to
be disposed of in Greater London every seven days." Mr. Jas.
Swinburne discourses pleasantly on the electrical eug'neer, and he
tells us — and we quite agree — that it is better to sell paint and
varnish than to know much mathematics. Mr. Worby Beaumont
deals with " Mechanical Engineering," and we give a i exccr,it frotu.
his paper in another phu-e. Altogether a rentable iua.gaz.ne.
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Dkceubeb, 1807.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
103
The Electrical Eerieu has enjoyed 25 years of existence, and lias
fittingly celebrated the eve nt by tbo issue of a double number, in
which the progress of electricity is reviewed during that period. In
these days of fierce competition between newspapers — competition
which in too many instances produces a moral depreciation on the
part of proprietors and editors — it is pleasant to know that there
are some journals which hare always maintained a high journalistic
and scientific standard. Such a journal is The Electrical Review,
and the present high position of the paper in the scientific and
technical world is due to two things — ability and probity. The
Electrical Renew has indeed been a kind of literary crucible into
which hare bo»n put many kinds of frauds and impositions, from
primary batteries to medical belts, and refractory indeed has been
the matter that could withstand the heat of tha editorial ur.;. In
this way it lias rendered a great public service. The present number
is a most ^instructive one ; it contains articles from the pens of the
principal electrical engineers, and the reader is enabled to surrey
the whole field of electrical science and industry.
CORRESPONDENCE.
The Carriage Monthly Daily is tho somewhat confusing title of a
rery live Transatlantic journal devoted to the carriage industry. It
is celebrating its silver anniversary, having been founded in 1872.
la consequence of having reached this term of middle lifo, and
having had, as its advertising pages bear copious witness, a prosperous
career, it has come out on this special occasion as a t.iick rolunie,
which is worth preserving for many reasons. In no country has the
art of carriage building been so improved as in the United States.
American makers taught us how to design structures possessing the
maximum of strength and rigidity with the minimum of lightness
and section. Wood-working machinery is a distinct American
speciality, and it is really marvellous to see how light, and yet how
strong, American carriages arc. All these and kindred things it is
the business of The Carriage Monthly Daily to record, and we
longratulate our contemporary upon the prosperity it has achieved.
Tho present volume is not only a review of the United States carriage
industry, but, as the journal is published at Philadelphia, there is a
long scries of photographs of the more principal points of interest in
that interesting city. The book is a very creditable trale production,
and we congratulate Mr. Wade upon it.
CATALOGUES.
»
MK.-iSK?. Elliott Bros., the well-known manufacturers of mathe-
matical ami mechanical apparatus, have recently issued a new price
list, which is very well illustrated and got up.
Thk Humbcr Cycle Company send us a well illustrated catalogue
of their specialities in cycles and their accessories. The " Humbcr "
is too well known to need any description, but perhaps the best
proof of the excellence of Huraber ey. les is to be found in the
rather high prices that tho Company is able to command.
We have also received from the II umber Company their catalogue
of automotor vehicles, or more properly uutotnotor bicycles. These
are made to be propelled either by light oil uiotors or by storage
cells. For their tandem pacer they claim to liavo ob aiued a speed
of 40 miles per hour. We rather prefer the look of their motor
tricycle, which is driven by a 2i H.P. motor. Wo notice that the
Jlumber Compsny make a compact, heavy, oil, two-cylinder motor, •
which seems well udaptod for vehicle and launch propuls'on.
*#* We do not hold ourselves responsible for opinion* expreued by
our Correspondent*.
•,• The name and address of th* writer (not necessarily for publico-
\ Hon) MUST in all cases accompany letters intended for insertion
j or containing queries.
' THE MONOPOLY OF AUTOMOTOR MANUFACTURE.
' To the Editor rf The Actomotob and Houseless Vbhiclb
JOUBNAL.
Sih,— Several engineers like myself would like to manufacture
motor-cars, but, at the same time, do not care to do so with the
awful threats and claims made by tho British Motor Syndicato
as to their master patents. I should like to ask through you what
their patents are : —
(1) Do they consider that the combination of a carriage and
steering gear with springs and axlea to be one of their
master patents ?
(2) Do they claim the use of all kinds of gear wheels ?
(3) Do they claim sprockets and well-known methods of chain
driving in combination with an oil motor ?
(4) Do they claim combination of a cylinder, piston, era'.ik-shaft,
and fly-wheel ?
(5) Do they claim the exclusive combination of an inlet valve and
exhaust valve?
(6) Do they claim the oxclusive right to use benrolino or heavier
oils ?
(7) Do thoir master patents oover all systems of carburetting ?
If you eould kindly enlighten me and several of your readers on
these points you would greatly oblige a large body of engineers who
would like to take up this new industry. — Yours truly, Petrol.
P.S. — I should also like to know what use Lanchester's Patent
One-Engine Starter is for motor-cars fitted with oil motors, as 1
understand they claim a great future for this patent.
[We should advise our correspondent to read carefully Sir Pat id
Salomons's paper in which he deals with the question of the validity
of patents (»«« Atjtomotob, May, 1897). Our own opinion is that
probably not more than half a dozen of these so-called " master "
patents are valid, and what are valid are of little use, and so far
as our own knowledge and experience extend we should say that
an intelligent designer could attain the same end by a modified
design. — Kd.]
ROLLER BEARJNOS.
To the Editor of Tub Automotob and Horseless Vehicle
Journal.
Sib, — Can you tell mc whether the advantages of these bearings
are sufficient to justify their substitution for ball bearings on the
wheels of my tiro carj of about 15 to 20 cut. each. — Yours
faithfully, A. C. Cbaog.
Llandudno, Aooember 25lh, 1807.
Fboh the Reliance Lubricating Oil Company, of Water Lnm,
Tower Street, London, K.C., we have received a price list of then-
various brands of lubricating oil, which, from the tests, ic, seem to
us eminently well adapted for automotor purposes. These oils are
non-corrosive and do not absorb oxygen, hence they do not " gum "
or clog. We notice a well designed tank or drum made by this firm
which is well suited for the storage of petrol and oM er light or
heavy oil. We hope no user of petrol will ever store it in a cask.
Mentioning disks reminds us that this firm are issuing to their
friends and clients a china inkstand shaped like a petroleum barrel ; I
this is mounted on a broad base and forms a useful office utensil.
[Yes, decidedly so. — Ed.]
A GOOD PERFORMANCE.
To the Editor of Tub Actomotob and Hobseless Vehicle
Journal.
Sil{) — A run of 450 odd n.ilcs in five working days, averaging
9£ hours per day, is not a bad performance for a inotor-ear, taking
into consideration the state of the roads at this season, and that the
ear in question was not a light carriage but a small " lorry " or drag,
carrying a load of nearly half a ton, besides the drircr and
passenger.
A Glasgow firm, havinir purchased the car in London, decided
to have it sent home by road, ond accordingly a start was made
for Scotland on the morning of Friday, November 12th, and
Grantham reached about H o'clock the same evening ; the second
dav's run ended at York, unci so far the weather, although cold,
had bein dry, but on Sunday a perfect downpour compelled the
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104
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [DKCEMi.sR.i807.
A CLERGYMAN ON MOTORS.
To the Editor of The Automotob and Hobsblbss Vehicle
JoUBNAL.
Sib, — I have pleasure in enclosing 8». Id. for the AcTOMOTOB
Joubnal for 12 months fiom this date, and " Pocket- Book." I am
very much interested in the motor-cars, but I greatly regret there
is really no vehicle which at present would be suitable for country-
f oople where there is no electric power. The light oils are objec-
tionable, owing to the smell and dangers attending their use.
Until I can find a vehicle which weighs about ;< cwt.. and which
will carry two or three people at 10 or 12 miles an hour on t!ie level
voyagers to seekshelter ia Durham at an early hour in the afternoon.
Monday morning gave promise of a fine day and a pleasant time,
but the promise was not fulfilled, as at about 12 o'clock a blinding
snowstorm was encountered, and the inevitable breakdown occurred.
This, however, was not serious, merely the slipping off of a driving
chain owing to the links having stretched, and half an hour be'ng
lost over this, and the country being a difficult one, it was decided
to put up for the night at Berwick.
Edinburgh was reached on the following afternoon, and Glasgow
at 8 o'clock the same evening, the entire time spent on the road
being, as before stated, 47i hours. The car was driven bv
Mr. W. M. Hodges, the Manager of the London Motor-Tan aud !
Wagon Company (Limited), the builders, the motor being of the I
well-known Daimler type. — Yours faithfully,
The London Motob-Van and Wagon Co. (Ld.), ;
per W. M. Hodobs.
London, November 22nd, 1897.
[While congratulating our correspondents upon their performance,
we must, say that it is no better than what ought to be expected.
Automotor vehicles of good design, such as are referred to, are
quite out of the experimental stage, and are as reliable as railway
locomotives. —Ed.]
A VERY SATISFACTORY LETTER.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — Perhaps a few notes from Yorkshire may interest you-
First as to ourselves. Business keeps constantly improving. We
have sold cars each of the last three weeks and the number of
enquiries increases. We shall directly have four cars belonging to
private gentlemen in Bradford, and one or two otlur orders promised
for the spring.
The pessimism of the Press is giving way to a more reasonable
attitude and we look for considerable progress iext year. We have
plenty of room and shall be pleased to provide free storage and use
of tools, &,v.., to any persons vis. ting Bradford with autocars. We
can allow supply of petrol and charge batteries.
Cars on hire are in great demand ; one of ours is now running in
Sheffield, taking season-ticket holders free to an exhibition that is
open there, the car being hired for the purpose by the exhibition
authorities. Onr ears have been to Bristol, Frighten, Norwich,
Hitchin, Doncaater, Goole, Henley, Sheffield, Derby, York, Leeds,
Ingleborough, Wakefield, Chester, Brandon, &.O., all lent on hire.
We are also making sales on the hire purchase plan. A stranger
car waa in Bradford lasi week, a Daimler, owned by Messrs. Cross-
field and Company, the soap makers. Motor-cars and soap seem to
go together; three large soap firms, at all events, use oais for
advertising.
We are working on a steam wagon and hope to compete at Liver-
pool in May next. Our motor exhibition has had to be postponed
till later in the spring or summer. We could not get the Drill Hall
in January.
An Arnold sociable of ours was carrying voters at the Leeds
Municipal Election from 9 a.m. to 8 p.m. with only one hour's
interval, and, although only built for two persons, was often carrying
three and four people, and not one hitch nil day with a 10 miles run
from and to Bradford before and after the polling time. — Youis
truly, Jas. Ed. Tube.
Yorkshire Motor-Car Co., Ltd., Bradford, November 23rd, 1807.
[We congratulate the indefatigable Mr. Tuke on the steady
success he is deservedly achieving. It is just this fort of persistent
progress that we wish to see.— Ed.]
road, I shall not invest in a motor-car. There is such an amount
of trouble connected with those now in use, and no little uncertainty
as to their working capabilities, that I must only wait. In the m. an-
time, I shall scan ) our Journal and hope for progress. — Yours \ ery
truly, A. Tait, D.D., Archdeacon of Tuaoi.
[Our reverend correspondent may tako it from us that a well-
designed oil automotor vehicle can bo obtained in which there will
be no objectionable features, and which eun bo easily handled and
managed by any intelligent stable boy. — Ed.]
MR. MAXIM'S MOTOR.
To the Editor of Tub Automotob and Horseless Vehicle
Journal.
Sir, — It was with much interest I read in your last issue the
account of Mr. Maxim's new motor and hi« claims in connection
with the same, particularly so as 1 found I had been working on some-
what similar lines for a tricycle n.otor. I confess I was considerably
disappointed with the arrangement (Mr. Maxim's), as I was looking
for a machine that was to strike out on entirely new lines, and I
am afraid Mr. Maxim will find he is walking a well-trod path. I
saw a diagram of an engine illustrated in one of your contemporaries
over a year ago (I bel.eve it was the Autocar), which must work on
exactly the same c\cle as Mr. Maxim's. At the commencement of
the stroke the pressure line rose vertically to about 40 lbs. pressure,
then moved horizontally for about one.fourth the stroke, then rose
again vertically under an explosion to about 100 lbs, and then fell
through the ordinary gas-engine expansion curve. 1 have forgot
who the inventor of this engine was, but he wilt no doubt turn up
to c aim his rights. Mr. Maxim's method of working his oil-valves
by means of mechanically wrought hammers is certainly not a com-
mendable point on a motor-car engine. There will be qui'e enough
hammering action without introducing it artificially. The jolting
of the car will not conduce to the steady working of the hammers
either. On no point does the motor err on the side of simplicity,
and I consider that though it may be a good enough machine to be
put into the hands of the expert engineers who are to work the new
fly.ng ships, or machines, which are to establish communication with
Klondyke, it is not the best engine I have seen to put into the hand
of an agricultural labourer. — Yours truly, J. J.
[Mr. H. S. Maxim will doubtless take note of our correspondent's
remarks. — Ed.]
The Stanley Oyole Show. — The twenty-first show of cycles, &c.,
was held during the last few days of November, at the Agricultural
Hall, Islington, under the auspices of the Stanley Club. As an
exhibition of cycles it was a great success. All the cycling Press
has been quite enthusiastic over it. There was also a very good
display of tools and machines employed in cycle Manufacture. The
departure made last year was continued this by including motor-
vehicles in the show. But while those vehicles entend were
undoubtedly fine pieces of work and well and carefully finished, there
was no great improvement noticeable. The Daimler, the Great
Horseless Carriage Company, and the H umber Company exhibited
their various specialities. The Daimler had seven different kinds of
vehicles, all made at the t'otnpiny's works at Coventry. The only
difference between any of them is the car body, the mechanism and
framing being alike in all essential features. The Great Horseless
Carriage Company had dog-cans, mail phaetons, and wagonettes on
view, all, however, fitted with the Daimler motor, also some Bollee
voiturettes and Dc Dion tricycles. The Humber Company exhibited
several tandem u.otor-cycles of the Bollee type and some electrical
tricycles. Much ingenuity has been displ»yed in working out the
delails of these machines, but it must be confessed that their appear-
ance is not as neat as could be desired. The Burgess Cycle Company
showed M. de le Croix's motor-quadricycle, and the Beeston Cycle
Company also showed several motor-cycles. It is to be regretted
that no motors of purely English design were to be seen, all being
of either French or German origin. There was nothing, in fad,
calling for extended criticism or description.
All interested in autoniolors should join the Self-Propelled Traffic
Asstcintion. Pios;.cctus and full ] articular* ran be obtained of
Mr. Andrew W. Barr. Sicietnrv. No. 30. Moorgate Street. London,
E.C. -(Advt.)
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Dbcbmmk, 1897.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
105
President Sir David Salomon*, Bart.
Secretary Andrew W. Bark. Esq.
President of the Liverpool Centra The Earl op Derby, E.G.,
G.C.B.
Box. Local Secretary . . .. E. Sbbafnrll Smith, Esq.
Semi - Official Journal of the } I The Automotob and Horse-
Astociation I lbsb Vehicle Journal.
SELF-PROPELLED TRAFFIC
(INCOKPOKATKD).
ASSOCIATION
NOTICE IS HEREBY GIVEN, that the Second Ordinary
General Mebting of the Self-Propelled Traffic Association (Incor-
porated), will be hold at Cannon Street Hotel, London, E.C., on
Monday, the 20th day of December, 1897, at 3 p.m. —
1. To receive the Report of the Council.
2. To receive Accounts and Balance Sheet for the year cnling
31st December, 1896.
3. To elect Members to fill the vacancies on the Council.
4. To elect an Auditor.
5. To transact the General Business of the Association.
By order,
Andw. W. BARE, Secretary.
30, Moorgate Street, London, E.C.,
Vth December, 1897.
Liverpool Centre — Programme for 1898.
1898.
January 25
February 8
February
March
March 2d
April 19
May 24-27
Inauguration of the Liverpool Winter Session.
Paper : " Some Points in the Design of Auto-
mobile Vehicles intended for Heavy Traffic."
Mr. Gko. H. Little, Technical Editor of The
AlTTOMOTOR AND HORSELESS VEHICLE JOURNAL.
" An Account of our Trials and Experiments, witli
the Conclusions drawn therefrom." Mr. D. S
Simpson and Mr. W. L. Bodman, Joint Authors
"Steel Springs." (Date and author in abeyance.)
" Leather Tyres." (Date and author in abeyance.)
Paper : " Recent Improvements in Accumulators
and in their Application to Traction on Common
Roads." Mr. J. T. Niblett.
Paper : " Arrangements for the May Trials." The
Honorary Secretai.y.
Trials of Motor Vehicles for Heavy Traffic.
Thk opening of the Winter Session of the Liverpool Centre was
inaugurated on the 26th ult., when Mr. Alfred Jones, the well-known
Liverpool shipowner and merchant, gave a luncheon at the Exchange
Station Hotel, Liverpool, lo a large and representative number of
merchants, members, and others interested in automobilism, to nr-ct
Mr. Worby Beaumont, M.I.C.E., M.I.M.E., who was in the evening
to read a paper before the Association, at the Royal Institution, on
'Self -Propelled Vehicles."
At the luncheon Mr. A. L. Jones presided, and the company
included Sir Gilbert Carter (formerly Governor of Lagos), Mr.
Charles M'Arthur, M.P.. Mr. Alfred Holt, Mr. G. H. Cox, Mr. John
A. Brodie, Mr. E. R. Calthrop, Mr. Harcourt E.Clare (town clerk),
Colonel A. H. Holme, Mr. Thomas H. Barker, Mr. Arthur Muskcr,
Mr. E. Shrapnell Smith, Mr. Lawrence Jones, Alderman J. Webster,
Mr. W. J. Davey, Mr. Alex. Sinclair, Mr. W. D. Heyne, Captain
Rattray. Captain Graham, Mr. Edward H. Cookson. Mr. W. G. 8.
Alder, Mr. H. Cottrell, Mr. H. L. Spark, Mr. G. W. Neville, Mr.
W. W. Wilson, Mr. W. Denton, Mr. J. P. Davies, &c.
After lunch Mr. A. Johes delivered a brief speech, in the course
of which, speaking of Liverpool, he said no city could possibly be
worse served bo far as the means of locomotion were concerned. It
was with a feeling of thankfulness that in London they now saw
motor-cars running at rates which would pay, and it behoved them
to see that they were introduced in Liverpool as soon as possible.
Cheap and good locomotion was a matter of vital importance to the
Sort of Liverpool and the surrounding district. It had been said by
Ir. Holt that the Manchester Ship Canal was a great misfortune to
Lancashire, and there was no doubt it had been, because it was
money needlessly spent If they had had some kind of fair dealing
on the part of the lailwnys they should never have had the Man-
chester Canal, and Liverpool would have had a far greater trade
thnn it had. It was most important that Liverpool men should try
an I get some improved and cheaper way of working the port. They
ought not to be satisfied. Manchester was not satisfied until it got
what it did not want. Liverpool surely ought not to be satisfied
until it got what it did want. A railway could be made to Man-
chester which could be run at half the rates charged to-day, and
leave a handsome profit. The railway companies were not iustified
in treating Liverpool as they did, and making it pay for their losses
in some other directions. He felt that with those enorjious ships
they were now building delivering cargo at very much lower rates
than formerly, ihey only wanted improved and cheaper transit out
of Liverpool, and thev might double the trade they had got today.
The Dock Board were doing all they could according to their intel-
ligence, but they might do more. When he contrasted Liverpool
with other ports he always felt sorry to find there was so much
done in other places towards getting trade, while they in Liverpool
did so much, should he say, to drive it away, certainly not to keep
it or get more. The position of matters in Liverpool was sufficient
to justify the existence of tho S»lf. Propelled Traffio Association,
which was got up with the idea of trying to find out if anything
could be done to put their port upon a proper footing. He sincerely
hoped their efforts might have the offect of bringing about a better
state of things all round.
Mr. Worby Beaumont said that it was only a year since they had
been allowed to experiment on the roads, yet he was able to say that
with regard to heavy motors there was a promise. As for light motor-
vehicles they were now beyond Iho experimental stage, and were
working successfully and economically iu this country and in France.
They could do what horses could not do. On long journeys the
results were excellent One vehicle had run 18,000 kilometres in
10 days, and was in good condition, and after cleaning, started another
long journey the following day. The electric cab is running in this
country, and promises to he a commercial success, and was likely to
become common in a short time. Motor-vans loading to, say, one
ton are a practical success. They are now in the postal service lor
collecting purposes. He thought the Serpullct • system a good one
for heavier work, and though little had been done in this country,
experiments had been carried out on the Continent. Tho Scott and
Dion motors for heavy loads showed that horses could be dispensed
with to advantage. Traction-engines had grown excessively, and )>ot
up to 17 tons. This weight ou four wheels damaged the roads,
and it was a question whether the authorities would allow
* TIip Heipollel system i* lu.ly tlewnb^d in the prt-st-iit ntiml»T. — Kn,
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Dbcembeb, 1897.
this. The horse exerted the greatest power, and was mo it
economical for short distances, say about the docks, as it would
require an engine of 20 to 25 H.P. to start a load which two
horses could work with comparative ease. It is when the motor
can do what the borse can't, that it is most economical. When
a great traffic offers, trains become necessary ; for the most
economical system was that which offered the least resistance, as on
steel or iron ways, whether plate-way or otherwise It was possible
to carry goods between Liverpool and Manchester at very consider-
ably less tban the railways do. It was a question whether it would
not be best to eombine the motor-vehicle and the light railway
system. It was asked what was the best system. There was no best
system ; for while the electric system was best for ca,bs or such
vehicles in towns, steam was the best under other conditions.
Mr. M'Abthob, in proposing a vote of thanks to Mr. Beaumont
and Mr. Jones, said it was due to the latter gentleman that they had
the opportunity to meet Mr. Beaumont. Mr. Jones, as was well
known, was the pioneer in everything that had for its object the
progress of the port of Liverpool, and was also the moving spirit in
the Self-Propelled Traffic Association. The question that had been
treated by Sir. Beaumont was one of the greatest importanco to
Liverpool and interior districts. A committee of the Chamber of
Commerce had gone into the matter of the charges, but had not yet
submitted its report. While it was shown that the system of motor-
vehicles was successful for the conveyance of light goods and
passengers, yet for heavy traffic there seemed little prospect of the
possibility of that success. We have still to look to a prepared
roadway like Mr. Holt's, with some form of light railway. The
suggestions of Mr. Beaumont were practical.
In tho evening at the Royal Institution Mr. Worby Beaumont
read his paper, an excerpt of which we print below, before a large
and representative audience. Among others present were Mr. A.
Holt, who took the choir in the absence of Lord Derby, who was
prevented from attending through the exceedingly sad death of Lady
Luthora (his sister-in-law) , Mr. Alfred L. Jones, J.P. (vice-presi-
dent), Mr. Henry H. West, Mr. Everard E. Calthrop, Mr. Arthur
Musker, Mr. Lawrence Jones (hon. solicitor). Admiral Cleveland, Mr.
David Maclver, J.P., Mr. Charles Petrie, C.C., Mr. D. H. Simpson
(Manchester), Mr. W.L. Bodman (Manchester), Mr. Reginald Bushell,
Mr. J. W. Hughes, Mr. Sandbach Parker, Mr. W. S. Patterson, Mr.
Robert Gladstone, Mr. Williom Crosfleld, Mr. Shrapnell Smith, and
other well-known residents. Among the visitors were Mr. Henry
Mozley (Burnley), Mr. Phillipson (Nowcastle-on-Tyne), Mr. Chas.
Scotter (London), Mr. G. H. Little (Actomotob), and others.
Letters of apology and regret were received from the Right Hon.
Walter H. Long, MP. (President of the Baar.l of Agriculture), Mr.
Charles M'Artliur, M.P., Sir John T. Brunner, Bart., M.P., Sir
Thomas Earle, Bart., Mr. Harcourt E. Clare (town clerk), Colonel
Morrison, Mr. William Laird, Mr. J. A. F. Aspinall, and Mr.
Thos. H. Ismay.
Mr. W. Worby Beaumont on Self-Propel led Road
Vehicles, 1896-97.*
It has often been said that " a job once begun is half done," and
it is a great thing to be able to apply this to motor vehicles begun a
year ago, especially as "half done'" may be taken as implying a
perception of completion. It may certainly be said that the attack
which hits been made on the problem of mechanical propulsion
of common road vehicles has materially lessened its problematic
character. Much more is now known of what not to do, that which
has been done is better appreciated, and many who thought that to
mike a motor vehicle only required a vehicle and a motor have
found out that the production of a satisfactory self-propelled carriage,
van, or wagon presents to the mechanical engineer one of the most
difficult problems he ever entered upon. They know now that it is
not a problem of mere mechanical compilation, but that a great deal
of invention is required, and that this inventive skill must be accom-
panied by a good deal of practical experience.
It is admitted on all hands that satisfactory road vehicles would
give rise to great commercial and beneficial 'changes in our road
and street transport methods, and these have been likened to the
advantages conferred by railways over stage coaches and wagons for
long distances. The world admits that the conceivable change would
•Excerpt from a paper read before the L'veriioul Section of the Self-Prooelleel
'flfflP ARMMMntJlIM . r
Traffic Aftnociation.
be of almost inconceivable benefit in many ways, and vet it wouKl
ask or seem to expect that this revolution shall be effected by »
stroio of the pen of the engineering genius that has taken sixty years
to perfect the steam locomotive. Sixty years will not be wanted U>
effect a vast change in common road transport, and perfection will
never be reached, but in a few years mechanical vehicles will give us
cheaper, quicker, more convenient, and a cleaner road transport.
A year ago, when, in an address in Liverpool, I advised those who
conduct the great heavy street traffic of Liverpool to stick to their
horses for the present, I was accused of throwing cold water on
motor-carriage expectations. Well, gentlemen, you have stuck to
your horses, and, having excellent reasons for doing so, I am sure you
do not regret it. I gave that advice because I could see that some
were inclined to think that the coming of the motor-wagon was so
near an event that the value of horses would decline quickly. It did
not, and it will not, because, although the motor cart or lorry may
come quickly, and indeed is now a practical success, it cannot, a < a
thing which has to be manufactured, come in such numbers as to
make a sudden revolution. Tho number required will be so groat,
that the few who are and who may be the successful designers ond
builders will be unable to meet the demand for a long time. Tho
displacement of the horse will, therefore, not take pla 'e so rapidly
as to have much or any effect on its value to its present owners.
What, then, has the year shown us, and more especially what ha?
it done with regard to heavy traffic? That which has been accom-
plished in this country is of great importance, although it has not
made much show yet ; and as far as tho main facts relating to
Continental achievements arj concerned, I cannot do better than
l supplement those which have already been presented to you by tho
energetic committee and honorary secretary of this very energetic
northern branch of the Self-Propelled Traffio Association.
Of the British-made vehicles which have be?n brought out during
the year for the heavier classes of work there arj: —
1. The steam four-wheeled dust tip-eart, by the Steam Carriage
I and Wagon Company, Chiswick.
2. The steam van by the Lancishire Steam Mot*r Company, of
' Leyla'id.
I 3. The steam van by the Liqu'.d Fu.-1 Enginoerlu: Company,
( Cowos.
4. The four-wheeled steam cart, by Messrs. T. Coultbard and Co.,
Proston.
| 5. Tho mineral spirit motor lorry, by tho Anglo-French Motor-
| Carriage Company, Digbeth, Birmingham.
6. The Sorpollet steam lorry of the Light Railways Syndicate,
I for whom it has b?en constructed by Messrs. Sa-nuelson and Co ,
Banbury.
Of tho Continental vehicles of different tvpes for tho heavier
kinds of work, the following may be mentioned as having taken part
( in the severe trials conducted during six days on several routes from
: Versailles, under the auspioes of the Automobile Club of France, in
I August last : —
7. The Scotte steam omnibus and motor and trail cars (La Scciete
des Chaudieres et Voitures a Vapeur, systeme Scotte). The Scotto
omnibus is designed t» carry 12 passengers and 14 cwt. of luggage.
The motor-wagon is designed to carry about 3 tons and haul about
7 tons. The motor-car, with its trail car or trailing omnibus, is
designed to carry and haul 32 passengers and 1 ton of luggage. The
motor of each is a It! H.P. engine.
8. The Weidknecht steam omnibus, designed to carry 30 passengers,
tho engine being rated as of 34 I. H.P.
9. The De Dietrich lorry, designed to carry 21 cwt. of goxls, and
driven by a mineral spirit motor of (!£ H.P.
10. The Panhurd et Lerassor omnibus, designed to cirrv 10
passengers and (i cwt. of luggage, and propelled by a 12 H.P. mineral
spirit motor.
11. The De Dion et Bouton steam tractor, hauling a char-a-banc
, carrying 40 passengers, the tractor being fitted with engines rated
at 25 H.P. The similar "Dion tractor and omnibus, carrying lij
passengers and 10 cwt. of luggage.
12. The Maison Parisienne wagonette propelled by a 9 H.P.
! nominal spirit motor, and intended to carry 12 passengers and 7 cwt.
1 of luggage.
13. The Serpollet steam omnibus, designed to carry 16 passengers.
Among the niotor-carriugcs or lighter vehicles for three to six
per.ions are the improved Panhard and Levassor carriages of different
forms, those of Peugejt Freres, those of MM. Bollee, those of
MM. Guuthier et Wchrle, and a few others, all of which are spirit
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Decembeb, 1897.] THE AlfTOMOTOR AND BORSELESS VESICLE JOURNAL.
107
motor-driven vehicles, while in Great Britain we have the improved
form of the Pauhard and Levassor Daimler motor-vehicle, as made
in Coventry, by the Britis'i Motor Syndicate and Great Horseless
Carriage Company, by the London Motor- Van and Wagon Com-
pany, and by Messrs. J. and C. Stirling, of Hamilton. There is also
the steam -carriage, made by Messrs. 'Toward and Phillipson, of New-
castle, the Serpollet steam Victoria, with petroleum fired boiler, and
several others which present more or less improvement in detail. In
addition, Messrs. Wilkinson and Co., Wigan. are making a steam
van, Mr. Je:>se Ellis a 3i-ton steam vehicle, and many others,
including Messrs. Clarke and Capell, Messrs. Rjots and Venables,
Messrs. Petter and Boll are working at this problem.
(All the a' ove- mentioned heavy-traffic vehicles wore illustrated
by means of lantern views and drawings, and were described in detail
by Mr. Beaumont, who at the same time reviewed the performance
and the results of trials carried out abroad and at home.)
With regard to the various forms of the motor-carriages of the
lighter types, it must be pointed out that, with the exception of the
Serpollet vehicles, the whole of the conspicuously successful long-
distance and high-speed running has been performed, both on the
Continent and in this country, by means of motor- vehicles driven by
spirit motor, chiefly of the Daimler type. The objections as to vibra-
tion and smell have both been so far removed that the users of the
recent vehicles have little to complain of. while they nra able to
accomplish long distinces at high speeds, compared with horse
travelling, with certainty.
From the description I tave given of a number of the heavy motor-
" \icles now made at home and abroad, their character, the great
progress made, and the early date at which they may become common
will have been obvious. \Vith ragard now to some of the salient
points concerning the progress and future of mechanically-propelled
vehicles for the carriage of goods on common roads, I shall take it as
proved that the motor goods van for loads up to 10 to £0 cwt. is now
a workable and economical thing to employ, and improvements will
only be in detail as continued experience may indicate them.
Simplification of some of them and improvements in the motor
mechanism and its arrangemeut wilkbe made, just as improvements
in railway locomotives and in sewing machine* will be made, but
there is no need and, indeed, it is useless to wait for these, for they
depend on tho growth of experience and lapse of time.
Concerning the heavier vehicles there is more to be said. In order
to make a new departure a success we must be prepared to bow to
expediency so far as the advantages accruing to that depa;ture may
be dependent upon changes in our old methods.
One of the chief objects of the employment of heavy motor-
vehicles is to avoid the cost on the one hand of horse haulage and,
on the other, the objections which attach to the present traction-
engines and their incapacity to perform some of the required services.
The traction-engine capable of hauling 20 tons on average roads
and out of average situations is a heavy machine and is cumbersome,
but under many circumstances it will perform work more cheaply
than it can be done by horses. These circumstances are not, however,
those of the large proportion of town and suburban transport.
Various circumstances have conspired to make the light traction-
engine for general purposes an unprofitable one. Weight has
increased with power, until now a road locomotive of 10 nominal
H.P. will weigh as much as 17 tons in working condition. Mow this
is over four tons per wheel, and when we remember what happens
with stones in a mortar mill under very much less pressure than this
it is not difficult to understand that objections accumulate rapidly
to heavy loads per axle, more particularly on macadam roads and in
wet weather. Slow it has been often proposed to carry as much as
10 tons on large motor wagons or lorries, and this means a vehicle
weighing at least 14 tons with its full loa 1, that is to say, 3i tons
per wheel, which means very wide wheels, and in any lase consider-
able wear of roads constantly passed. For many leasons it appears
desirable the notion of carrying 10 tons per vehicle as an ordinary
practice should be given up, and that much irore moderate loads
should form the ordinary maximum unit. When 10 tons is abso-
lutely necessary as a load, the weight per wheel should be decreased
by increasing the number of axles, so as to bring the load down to what
may be called the limit of economy of motor-vehicle dead weight, cont
sidered with reference to the limit of common road endurance under
< ontinuous traffic. The maximum limit of load for common road
motor-vehicles may be on economical grounds sooner reached than
for horses, because the power of four or six horses for starting heavy
loads and for getting them out of awkwurd places is so great as
compared with the power of that size and weight of motor which is
for ordinary roads and travelling sufficient for propulsion not only
at higher speeds but for almost any length of haul. This proposi-
tion would appear to involve a paradox, but a little consideration of
practical conditions and limitations will show that the necessity for
limiting the weight of load to be carried per vehicle makes the
proportion a true one. *
The Paris- Versailles trials last August certainly showed that very
considerable weights could bs carried and hauled up even steep
inclines by vehicles such as the Scolte tractors and trains which 1
have shown and described, the tractor vehiclos being much less in
weight than anything in the nature of the traction-engines to which
we are accustome I.
The tractor vehicles, however, exceed in weight the limit allowoJ
by tho 1896 Act, and they were, moreover, loaded much nearer to
their ultimate strength, both as to vehicle und propelling machinery,
than would be judicious for continuous work. Limited then as we
are in this country by that Act, and taking into cons;derat!ou the
limits as to power and road endur.uicc, we are forced to the conclu-
sion that weights considerably less than 10 tons per motor vehicle
are advisable, or that a form of vehicle witi six or eight wheels all
dirigible must be designed.
In moving a vote of thanks to Mr. Worby Beaumont, the chairman,
Mr. A. Holt, M.I.C.E., the founder and managing director of that
fine fleet of steamers known as the "Blue Funnel Line," said he
joined the Association to further investigation, and he was very
willing to do nnvthing in his power to the end in view, viz., to secure
the style of vehicle wanted for Liverpool work. After years of study
he maintained that the plateway system alone would meet their
requirements for the Liverpool to Manchester trade. He had too
often said that some mechanical feat was impossible of achievement
to say such a thing again ; nevertheless, although he devoutly hoped
he migiit be wrong, he feared it would be many years before a vehicle
for really heavy work was able to conduct their traffic under all
conditions. The adhesion of the wheels would not, he felt sure, be
sufficient on a greasy, diity day, upon an incline ; they must devise
some means other than merely rotating the wheals.
The Volume of Trade passing through Liverpool.
Recently Mr. Shr«pnell Smith, the Hon. Sec. of the Liverpool
Branch of the S.P.T.A., addressed a letter to the Mersu-y Docks and
Harbour Board asking for statistics of the trade done m Liverpool.
In reply the Board furnished the following : —
Statement showing certain Particulars as r.'gards the volume of
Foreign Trade passing through the Board's Docks at Liverpool
and Birkenhead during each of the threj years ending the
1st July, 1896.
Imposts.
Goods paying rates by weight
or by measurement, &c, the
weight of which it has
been possible to estimate.
Tons.
6,452,000
5,417,000
5,546,000
Goods paying rates per
package of the weight
of which no estimate
can be formed.
Packages.
3,162,000
3,939,000
3,535,000
Exports.
Goods paying rates by weight
,. or by measurement, &c, the ,
lcttr- | weight of which it has been i
I possible to estimate.
1894
1895
1896
Tons.
2,705,000
2,909,000
3,054,000
Goods paying rates per
package of the weight
of which no estimate
can be formed.
Packages.
3,039,000
2,991,000
3.305,000
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108
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Dkokmbee, 1897.
DESCRIPTION & TRIALS OF THE SERPOLLET
LIGHT LOCOMOTIVE.*
Fob some time past a light Serpollet locomotive has been employed
on the Cecil Line carrying mails, Ac, and has given every satisfac-
tion to the Compagnie de Ohemin Fer du Nord. We may mention
that this automotor was selected because the amount of tr.iffic in
the district did not warrant the employment of the regular train.
Home details of the technical arrangements will no doubt be of
interest to readers of the Aotomo toe.
This Postal Automobile comprises a platform, 2"40 m. by 2'78 m.,
upon which stands the Serpollet generator, tank, valves, hand feed-
pump, Ac. There is next to this a compartment for passengers, Ac,
3*07 m. by 2-50 m. It can carry 10 passengers, the total weight
(loaded) being 17"65 tons The weight on the driving axle is
10 8 tons, and the tractive effort 2,182 lbs. The diameter of the
wheels is 3 feet li inches.
The boiler which produces the steam, and which is
the distinguishing feature of this system, is illustrated
in Fig. 1. As will be seen, it is vertical, and consists
of 44 tubes, placed in groups of four ; the eight lower
tubes are of a circular sectioD, as are also the four
higher ones. The 82 intermediate tubes are of U sec-
tion, and are arranged in eight groups. The tubes are
about 12 mm. thick, and when pressed to the U or
kidney shape the internal tubulure is about 3 mm.
wide. After being arranged in groups they are joined
up '' in series " by means of screwed unions, much
in the same way as is adopted in the Belleville boiler.
Before being passed for service each tube has to stand
a test pressure of 1,500 lbs. per square inch. There is
thus a large factor of safety. The dimensions of the
boiler are: — Height, 1'14 m. ; breadth, '68 m.; and
width, 1'77 m. The heating surface is 1132 sq. m.
and the grate area 46 square decimetres ; the weight
of the boiler is 2,680 kilos.
Two suction and feed pumps, worl ed by the motor-
axle, inject water from a tank of 650 litres in capacity,
placed behind the driving-axle, into the lower part
of the boiler, where heating and evaporation take
place; the steam thus produced being superheated in
the middle groups and attaining in the higher part a
temperature of 350" C, passes into the distribution
valves of the motor.
At the outset this ingenious system of instantaneous
evaporation was subjected to various criticisms; the
engineers feared on one hand the sudden re-cooling
of the boiler, on the other the force of the fire.
The improvements carried out in this system have
caused difficulties and inconveniences to disappear. A
pyrometer, the dial of which is under the eyes of the
driver, indicates the real state of the superheat, and
by this means he can accorlingly regulate his fire
and speed, and the use of a small extra feed which
works during stoppages causes an incessant circula-
tion in the tubes of a certain quantity of water,
which is a protection to the boiler from the heat
of the fire. The cylinders are placed longitudinally and in the
middle of the framing of the vehicle; they are of 18 cm. -lia.neier
by 15 cm. stroke. As will be seen from tbe accompanying illustra-
tion, Fig. z, motion is transmitted to the driving-axle by p.nions,
and the first motion shaft also works a feed pump. * On the
driving-axle is the compensating gear. In contradistinction to
ordinary water-space or water-tube boilers, boilers of the " instan-
taneous generation " type frequently contain no water whatever.
Speed, therefore, is regulated, nut by liberating more or less steam
from a reservoir of pressure but by direct control of the amount of
water admitted into the boiler. When a stoppage is necessary, the
feed is stopped and the boiler may be devoid of either water or
steam. In order to start, half-a-dozen strokes of the hand feed-
pump are sufficient to inject enough water to provide a working
pressure when the automatic pump continues the supply and (he
speed is regulated by the " pass-valve." This valve is interposed
between tho pumps and the boiler, and allows the water delivered by
the pumps to pass either : —
(a) Entirely to the boiler, for maximum pressure ;
(A) Partly to the boiler and partly back to the feed-tank, for
intermediate pressures ;
(c) Entirely to the feed-tank, for cessation of motion.
The speed is, therefore, capable of regulation to a nicety by merely
turning a small hand-wheel. After extended trial, this screw.valre
is now being replaced by a balance-valve, having the spring attached
to a slide on the lever-arm which regulates the pressure on the valve.
Between the boiler and the engines, on the main ■ steam-pipe, an
ordinary stop-valve has been introduced. This new arrangement
permits of the pressure being varied according to the requirements
of the route for, by moving tne slide along the lever of the balance-
valve, the feed-water returned to the tank whenever the pressure
corresponding with the position of the slide tends to be exceeaed.
The approximate pressure required is thus maintained in the boiler.
The stop- valve is used to shut off steam during stoppages and reducod
speeds, or to avoid using the brake, exactly as in a locomotive. So
far the performance of this Post Office automobile and mail wagon
Fio. ].— 8ebpoli.f.t Boiler.
1 as been most satisfactory. The spe»d, of course, varies with the
gradients. On a gradient of 13 mm. the speed is 37-5 kilometres
per hour, but on the level a« much as 70 kilometres has been attained ;
the consumption of small coal is about 2-25 kilos, per kilometre.
In Paris some trials have, during the past year, been made with
the Serpollet carriages, in order to determine the speed, power, coal
and water consumption. We give the results here as there is no reason
why this system should not be adopted in many English towns. The
trials were made on a course from the Place do la Republique to the
Place du Chateau-Rouge (above the Barbes Boulevard), which is
almost a continuous ascent; the distance between these two places
is about 2,600 metres, and the altitude difference about 30 metres,
30,000
which gives a Blope on an average of
2,t>UU
11"5 mm. per metre.
* This article is published at the request of numerous subscribers.— En.
From these experiments made by the omnibus company, one can
estimate about 135 kilos, as the resistance per ton of these carriages
at the stopping places. On a slope of ll-5 mm. this resistance
becomes equal to 135 + 11'5 = 25 kilos, per ton. The weight of these
carriages, properly laden, is a little over 16 tons ; their average resist-
ance in motion on the considered course is about 16 x 25 = 400 kilos.
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Oi the other hand, the avenge spaed (deducting stoppages) is
from 10 to 12 kilometres per hour 'otherwise about 3 in. per second ;
the effective work done by the motor is thus : —
400 kilos, x 3 m. = 1,200 kilogrammetres, or
1^200
7o
16 H.P.
On one ear the quantity of water waB mea«ured for three separate
cut-offs of the stroke, viz., at 81, 50, and 66 per cent. Tue con-
sumption of water is eatily -ascertained by reading the gauge on the
feed tank. It was in the three coses 27," 30. and 33 litres for the
journey. The consumption of water per effective H.P. is then in the
three oases : —
■ 27
=A - 169 litre.
!•>
^! = 1-87 litre.
10
^-206 litre.
Id
Second jou-ney at 50 % cut oil — . .
Average pressure of the boiler . . .. .. 7 kilos.
Temperature of the steam 210° O.
Superheat of the steam . . - . . . . . 40° C<
Consumpt of water . . , . . . 50 litres..
Consumpt per H.P. hour .. .. .. ,. 12*5 litres.
These are rjmarkabl) results for engines of each a small power,
working with the customary expansion of only two volumes and
without condensation ; it is evidently due to the use of superheat.
The temperature of the feed water in these experiments wis, on an
average, from 60° C. to 6J° O.
If the mean consumpt per kilometre is found, it will be seen (hat
in the first experiments it has been raised to : —
27
2'ti
-
104 kilos.
ao
ssfi
■»■
US kilos.
33
26
_
12-7 kilos.
If on an average slope of 11 ri)m., the resistance of the
carriage is only 15°5 kilos. — 11*5 kilos. = 4 kilos, per
on, in place of 26 kilos., the consumpt would be only
■£s of the preceding figure*, or respectively 1"6 kilos.,
1-8 kilos., and 2 kilos.
The average consumpt for the whole journey would
be : —
10-4 + 1-6
2
11-5 +
= 6 kilos, for the journey at 31 % cut off.
7*2 kilos, for the journey at 66 % cut off.
CEHPOLtBT HORIZON-
TAL ENGINE, WITH
CEAR AND COMPEN-
SATING MOTION.
Each time the journey was ma !e in 17 or 18 minutes, in which the
si. ippages took up about three or four minutes ; the real time, there-
f.>re, occupied was exactly 15 minutes; the <•» isunipt per H.P.
Iioiir would be thus : —
169 x 4 — 676 kilos, for the journey at 31 % cut off.
1-87 x 4 = 748 kilos, for the journey at 50 % out off.
2-06 x 4 - 8-24 kilo«. for the jonrney at 66 % cut off.
The temperature of the steam was the same in all three cases, rrom
23 )" C. to 240° C, and the superheit on an average about 70° V.
Two experiments carried out on the following day, on two other
i a-riages, gave the following results :—
First journey at 31 % cut off-
Average pressure of the boiler . . . . 6 kilos.
Temperature of the steam .. .. .. 350^0.
Superheat of the steam . . , . . . . . 19u3 C.
Consumpt of water .. .. . . .. 24 litres.
Consumpt per H.P. hour . . .. ,. .. 6 litres.
1'8
— = 6 7 kilos, for the journey at 50 % cut off.
127 * 2
2
In the last two experiments this consumpt falls to
5'3 kilos, for the first, and rises to one litre for the
second.
Other experiments made on the whole journey from
Porte Clignancourt to the Bastille, distance 11'2 kilo-
metres, give the following results : —
Journey at 50 % cut off —
Average pressure in the generator, 7 kilos.
Consumpt of water, 92 litres, or, per kilometre,
92
— — - 82 litres.
XL Z
The temperature was not taken as the carriage was
not provided with a pyrometer.
A second experiment on another engine going. over the
same course gave a kilometric outlay of 12'o litres.
Lastly, if the steam is not all superheated, or if the
fire has not been lighted early enough, or during the
journey if the engine-driver lets the fire get low, or
injects too great a quantity of water into the boiler, the
consumption will be raised to 20 litres and more per
kilometre. But usually the engine-driver maintains a
temperature of about 250° C. of steam, whicli after a
little practice is very easy to do; the consumpt per
kilometre is only 6'5 litres. Ihis figure for the con-
sumption of steam van be c jmpared with carriages on the electric
I rainwav worked on the trolley system or by accumulators.
In the trolley system the average energy absorbed by a kilometre
carriage for an automobile to seat 50 is a 3 H.P., corresponding to
an outlay of steam of about 16 kilos.
For carriages worked by accumulators the energy is equal to a
3 H.P., corresponding to an outlay of steam of 24 to 25 kilos.
^Autb-moi or Tovrr ils!
The Inland Revenue Regulations as to Motor Vehicles are given
in full in Thb AtrToiioTOH and Horsblbss Vehicle Pockbt-Book,
&c, for 1898, which contains over 200 pages of information. Price
1*. ; post free, 1». 2<i. ; leather, 1». &</., of F. King and Co., 62,
St. Martin's Lane, London, W.C.
♦ ■
!"Cuahdo escribe, refierese Al "The Aittomotob and Horse-
less Vehicle Journal."
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110
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Decbmbeb, 1897.
DAVIS'S STEERINQ GEAR.
Not a little ingenuity, misplaced and otherwise, has been exhibited
by various inventors of late years in designing steering gears for
antomotor vehicles. But it cannot be said that the principles under-
lying the matter are as well understood as is desirable. In ordinary
four-wheeled vehicles in which the axle of the fore wheels rotates
upon a pin placed in the longitudinal axis, it is necessary, in order to
maintain a straight co irse, that the two wheel axles shall be parallel ;
and in order to go in a curved path that the two axles form the
ends of radii of the common centre of curvature. In practice,
especially for heavy vehicles on rough roads, this means erratic
steering, and a straight course can only be maintained by aid of a
long pole or shafts projecting in front of the vehicle and which
not infrequently forms an effective but unnecessary battering ram.
There are few things more unwelcome or unpleasant when one is,
to the ends of the movable tiller bar, T, B, which is carried in the
clip guides, K, K, fixed at both ends of the axletree, X, X, the
springs, S, S, supporting the fore body of the car being located on
either side of the axletree and carried by it as shown. Motion may
be given to the bar, T, B, by any kind of hand gear preferred by
the carriage builder. Fig. 3 is a diagrammatic plan of a four-
wheeled vehicle with the trailing axle, D, D, fixed, the two steering
wheels being pivoted on the ends of the leading axle at A and B,
as previously shown in Figs. 1 and 2.
*■• «.
say, driving out to dinner through a crowded thoroughfare than to
have the pole of a bus projected through the back of the vehicle and
prodding one in the ribs. It is at such times that one longs for the
suppression of all horse-drawn vehicles. Another objection to the
accepted mode of steering is that it practically gives the vehicle but
three points of support, and this not infrequently leads to a capsize
through want of stability. If instead of using a rotating fore aile a
rigid transverse axle bo employed and means be given do as to permit the
wheels at the ends to rotate in a vertical plane, not only is the steering
much simpler but the weight is better distributed. In this case, how-
ever, the two wheels must make some angle with each other, and this
angle will vary as the ratio of the beam or'distance between the two fore
wheels and the radius of the curve. In fact, each wheel is tangential
to its own radius. This is clearly seen by a reference to the
accompanying figures. Mr. Davis has ingeniously worked out the
mechanical details of these principles in the steering gear shown in
Figs. 1 and 2, in which Fig. 1 is an elevation of the improved gear,
and Fig. 2 a plan of the same looking on the top side of the springs
and axle. In Fig. 1, X, X is the axletree, having forked ends, to
which are attached the jointed arms, R, R, on which the wheels,
W, W, when in motion turn. With these arms are combined, in
one forging, the tiller heads, T, T, fitted with sleeve pieces coupled
Royal Agricultural Sooiety Hotor-Car Competition. — In
connection with the Birmingham Show to be held in June next, the
Royal Agricultural Society offer a first prize of £100, and a second of
£50, for self-moving vehicles for light loads, and prizes of equal
amount for similar vehicles for heavy loads. Light load vehicles will
include such as would take the place of light spring carts for carrying
loads up to one ton, exclusive of the weight of
the vehicle; the heavy load class will be for
vehicles capable of carrying three tons, ex-
clusive of their own weight. The competitions
are for vehicles carrying their loads, not draw-
ing them. In the case of equal merit in either
class the prize money will be divided, or in
case of insufficient merit any prize may be
withheld. All vehicles are to be propelled
* exclusively by mechanical means, and, in the
case of oil-engines, any Buch oil may be used
as is allowed by the regulations as to petroleum
made and circulated by the Borne Secretary
under Section 5 of the Locomotives on High-
.'' ways Act, 1896. The design is left to the
manufacturer, but he must conform to the Act.
Trials will be made of the competing vehicles
carrying a declared weight for an ordinary load
over a distance not less than 25 miles out and
25 miles return. During the run the con-
sumption of fuel, water, &c, wi'l be carefully
noted. The maximum speed to bo in accord-
ance with the regulations of the Local Govern-
ment Board. Such further trials will be made
as the judges may consider necessary to test the
efficiency or' the vehicles ascending or descending
hills or otherwise. The points to which the special attention of the
judges will be called are : — Due regard to the convenience of the
public ; ease of handling, with special reference to stopp'ng, starting,
and steering ; economy in working, including attendance ; price ;
simplicity; strength of design; weight of vehicle; in the cos eof oil
engines, "density and high flashing point of the oil used. The trials
will take place early in June, 1898, in a locality to be subsequently
fixed. Shedding accommodation will be provided by the Society, free
of charge, for the trials and for the exhibition of the co.upeting
vehicles in the Society's showyord at Four Oaks Park, Birnrngham,
from June 18th to 24th, 18U8 ; but each competitor must himself
arrange for the staff and appliances necessary for showing his vehicle
at work in the showyard, and for its delivery to the showyard. The
entries for these prizes must be made on or before Friday, April 1st,
1898, and mu9t be accompanied by a deposit of £10 for each entry.
Such deposit will be forfeited if the machine is not submitted for
competition at the time appointed for the trials, and is not exhibited
at the Birmingham meeting.
Motor-Cars for Northumberland. — For Borne time there has
been an agitation to obtain a short railway between Cramlington and
Newsham, Northumberland, which has been very much opposed, and
now, apparently, abandoned. The Northumbrians, however, ar.>
not to be beaten, and with the aid of Mr. John Philipson, J.P.,
of the well-known firm of Atkinson and Philipson, of Newcastle-on-
Tyne, the requirements of the neighbourhood are likely to bo
satisfied during the forthcoming year by the introduction of steam
motor-cars built by this firm and Messrs. Toward jointly. Recently
the qualities of their No. 4 steam motor-car were tested, with the
most satisfaitory results. The roads were very bad, but there was
no difficulty in getting a regular speed of about 12 miles an hour
without the least vibration. The car, which is of a wagonette shape,
carries six persons, the teat in front carrying two. The fuel is coke,
and during a drive of 12 miles only about C or 7 Its. were burned.
We understand that very shortly contracts can be arranged for the
supply of these trotorcurs.
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DKCMBta, i«»7.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
Ill
THE FAURE-KINQ TRACTrON CELL.
This cell is being so largely used for automotor vehicles that the
following tests made by Mr. E. Wilson will be of interest. Speaking
on Mr. L. Epstein's valuable paper * at the Institution of Electrical
Engineers, Mr. Wilson said about six months ago he had carried
out a series of experiments upon traction type cells in the Siemens'
Laboratory, King's College, for the purpose of a small work entitled
'• Electrical Traction." Those experiments were given in full in the
book, and lie had extracted the tesults in the table below, which
Number of Test.
Discharge.
Volts, initial without current . —
Volts, initial with current
Volts, final with current
Amperes, constant at
Total time of discharge
Ampere-hours , .
Watt-hours
Quantity efficiency . .
Work efficiency . .
refer to an Electrical Power Storage Company's Faure-Eing traction
type 5-plate cell. The cell was fully charged when delivered. The
two positive plates measured each 7i inches by 8 inohes, and had a
thickness of i inch, not including the perforated envelope in which
they are placed. They weighed, with lug, when just taken out of
the acid, 7 lbs. 7 ozs. The total weight of the cell in ebonite box
and acid was 21 lbs. 2 ozs. The special gravity of the acid in the
fully-charged cell was 1275. Tests Nos. 5 and 7 in the table showed
for a net drop of about 0"2 volt, with current passing, a work
efficiency of about 72 per cent. It was to he clearly understood that
these tests had been made upon new cells, and that therefore no
conclusions could be drawn as to the life of such plates; and
further, tests made upon isolated cells like these might not repre-
sent the average results which would be obtained from many. It
was interesting to see what weight of these storage cells would fulfil
the conditions put down by Mr. Epstein. Taking his lower rate of
discharge at 2,208 watts for five hours, the watt hours would be
11,010.
The Faure-King type cell just referred to, when working under
the conditions given in the table, gave 156 watt hours. Therefore,
156
— j- = 7"43 was the work in watt hours per lb. of total weight of
cell. Dividing this into 11,040 should give the total weight of a
battery of these cells to fulfil the conditions put down — — -
v 743
•= 1,490 lbs., as against Mr. Epstein's 1,000. This made no allow-
ance for diminished capacity after continued working, if such existed
in this cell. The number of such cells would be -— - = 71 and
. *I
since 2-6 volts were required for the fully charging of the cell at
the rate given in the table, the total charging volts would be
26 x 71 = 185, if the cells be kept in series. The number
(71 cells) just given could be considerably reduced if the capacity
be increased, and still give currents convenient to deal with in motor
and controlling apparatus. This was important, since the weight
of an equivalent battery, so far as work is concerned, would come
smaller. Taking the 9-plate instead of the 5-plate Faure-Eing cell,
it was capable of discharging 150 ampere hours at 30 amperes, the
time, as before, being five hours. The weight was 35 lbs., complete
with acid, as against 21 lbs. in the 5-plate cell. From these fieures
300
the watt hours per lb. = — = 857, as against 743 j also
11040
- 1,290 lbs., as against Mr. Epstein's 1,000. The number of
857
' Published in this number.— Ed.
1 290
such cells would be -^^r- = 37, and, allowing 2'6 each, the voltage
35
would be 96 if the cells be charged in series. Under these con-
ditions, then, 1,000, as given by Mr. Epstein, seemed low, but he
might have assumed different conditions of working. It was prema-
ture to discuss which type of cell will eventually survive for traction
purposes. The cell of the future must be capable of being over-
discharged without serious injury.
PROCEEDINGS OF TECHNICAL SOCIETIES.
Mechanical Propulsion on Canals '—(continued).
PropuUion by flcrewt. — In America in 1871 competition was
invited for introducing upon the canals in the State of New York
some other method of haulage than by animal power.
The first designs presented were intended to overcome the wave,
which it was thought a speed of three miles an hour would cause ;
but this difficulty, as had'already been shown some years before by
Pole's experiments, was more apparent than real at that speed,
because a wave of sufficient height to be detrimental is caused rather
by the speed exceeding three miles an hour than by the actual
nature of the machinery used for propulsion. Boats carrying light
freight and passengers, and running at six miles an hour, do cause
injury to the banks.
The principal changes made since that time have been connected
with the improvement of some of the details of the boats, which
have resulted in the present canal steamers, and also in the use of
these steamers for conveying through the canal one, three, or five
ordinary canal boats fully laden. The steamer usually pushes one
boat in front of it, and tows two other boats behind it, which are
kept together in the same way as the coupled horse boats at present
in use. In addition to its fuel the steamer carries 180 tons of cargo j
the canal boats carry 250 tons each. In the coupled horse boats, one
boat is directly behind the other, their bow and stern being in actual
contact. They are coupled by ropes running from the stern of the
forward boat, through blocks on each side of the rear boat, and
returning to a steering wheel on the forward boat. The ropes are
not connected with the rudder of the rear boat, which is left to
swing freely, and the boats are steered by using the whole rear boat
as a rudder. The standard steam canal boats are 18 feet wide and
90 feet long. The engine commonly in use was designed by Cordon
W. Hall, and is generally known as the Hall engine ; another engine
designed by the Pound Manufacturing Company has been placed
upon a number of boats. Both these engines are simple condensing
engines, with cylinders of 12 to 14 inches diameter and 16 inches
stroke. They have adjustable cut-off gear, feed-water heaters, and
surface-condensers. The feed and air pumps are worked by a single
beam, which is usually actuated by an eccentric on the crank shaft,
but sometimes by the cross-head. The arrangement for securing
circulation of the water for the surface-condenser is peculiar : by the
motion of the boat and of the screw the circulating water is forced
up, without pumping, through the opening in the bottom of the con-
denser, and out at the stern. In a moditied form this plan is adopted
in some of the torpedo boats and destroyers in the navies of this and
other countries.
Aire and Calder Navigation. — The method of propulsion in use on
the Erie Canal is not unlike that which up till lately was in vogue on
the Aire and Calder Navigation, and has proved so usccessful. Here
a steam tug in the rear propelled in front of it a train of 11 boats,
each carrying abont 40 tons. The boats are 20 feet long, 16 feet
wide, and 1\ feet deep. A tender or dummy boat was attached to
the front of the train, in order to make a stem, because the vessels of
the train themselves are not strictly boats, but merely iron boxes for
stowing cargo in. It was supposed that by having the tug behind
the train, instead of in front, greater control could be exercised over
the boats in steering them. The author has been informed, however,
that this plan has been discontinued, and that at the present time
the tug is placed in front of the train. Tho boats are threaded
together by means of wire rope controlled by two cylinders, which
are self-acting and are under the charge of the steersman. By
lengthening or shortening the ropes on each side of the train it can
be guided in any curve, while the several vessels composing it are
left to rise and fall separately according to any little variation of
• Abstraot of paper read by Mr.
Mechanical Engineers.
Lkslik Kobinson at the Institution of
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THE AUTO MOTOR AND HORSELESS VEHICLE JOURNAL. [Dkchubbb, 1897.
head-line ; the train is not bound rigidly in any way. Side-buff en
are attached to the ends of each boat, which have a tendency to
bring them back again into a straight line in tbe event of any slight
disorganisation caused by wind and water j the train and its direc-
tion are under the full control of the steersman. This plan Mr.
Bartholomew considers could not be introduced on many of the
canals in England, unless the locks were made longer; but he would
prefer inclined planes for getting from one level to another. The
locks on the Aire and Calder Navigation are long enough to admit
one cf these trains at a time, so that after having been made up
they do not need to be uncoupled until they arrive at their destina-
tion. The cost of conveying mineral traffic by these boat trains is
low ; it will be dealt with subsequently.
Leeds and Liverpool Canal. — Tugs propelled by screws are in use
also upon the Leeds and Liverpool Canal, of which the cross-section
is at present small, and is now being enlarged at considerable expense.
Some years ago Mr. William Wilkinson, of Wigan, suggested utilising
ordinary barges as tugs, by putting in small engines to drive a screw
propeller as large as could be made available without too high a per-
centage of positive slip; and he proposed, further, to make each tug
carry a paying cargo. In conjunction with Mr. Charles White, the
engineer of the canal, he fitted up one of the barges with engines.
When tried, it was found that it was able to tow two others at a
speed of two miles an hour ; in parts of the canal where the depth is
greater the speed rose to 2} miles an hour; and unler similar con-
ditions, with|only one barge in tow, as high a speed as 3i miles an
hour has been attained, but then a rolling wave was set up which
caused injury to the banks, thereby confirming Dr. Pole's observa-
tions upon the Asbby-de-la-Zouch Canal. The results proved so
satisfactory that some 40 more barges have since been fitted tip for
the same canal by Mr. Wilkinson's firm. The form of propoller
adopted was arrived at by an exhaustive scries of experiments, and
its best results are obtained in shallow water.
Engines. — In conjunction with the Leeds and Liverpool Canal
Company experiments have also been made by Mir. Wilkinson, with
the object of finding out the best form of engines to use in the
barges. The following eight kinds have been tried : — (1) Simple
diagonal with two cylinders, and (2) compound ditto jet-oon:lensing,
and (3) compound ditto surface-condensing; (4) compound with four
cylinders, two high pressure and two low, surface-condensing ; and
(5) ditto jet-coudensing ; (6) compound inverted vertical two-
cylinder tandem, high pressure over low, surface-condensing ; (7)
compound with two cylinders side by side, non-condensing; and
(8) compound diagonal with four cylinders, two high pressure and
two low, non-condensing, with 140 lbs. steam, and cranks at right
angles. The two last, Nos. 7 and 8, give the best results. With
Mo. 8, which is now the standard engine on tbe canal, the author is
informed that the following performance is obtained. The tug,
62 feet long by 13 feet wide and with 34 feet draught, carries 28 to
30 tons of cargo besides her machinery and fuel, and tows two barges
62 feet long by 14 feet wide, each carrying 36 to 40 tons, from Liver-
pool to Leeds, a distance of 128 miles with 97 locks, on a consump-
tion of 43 lbs. of good gas coke per mile, locks included : which is
equal to 0 39 lbs. of coke per ton-mile, assuming the boats to be fully
loaded. Including loading and discharging, the double trip of 256
miles total is made in six days. It is stated by Sir William Bailey
that these steamers have conduced much to the punctuality and
regularity of working on the canal, and that in comparison with
horse towage they have accelerated the speed some 40 per cent.
Upon some of the canals in the Netherlands small screw boats are
fitted with petroleum motor), constructed by Van Kennes of Utrecht,
which drive the screws through belting.
On the Bourgogne Canal a trial is being made of a small screw
driven electrically, and fixed in the rudder of the boat. A large
steel box carrying the motor and screw is attached to the stock of the
rudder; the box displaces a volume of water more than equal to its
own weight, and is thus capable of floating alone upon the canal. It
has a total length from front to back of 8 feet 2 inches, a height of
about 5 feet 10 inches, and a width of about 1 foot 5 inches. This
width is continued only for a distance of about 5 feet 10 inches
backwards from the front end ; after that it is cut away to allow of
a freir run aft. The motor is fixed in the box upon a foundation
plate secured to the bottom, and its shaft is connected direct to the
screw. The entire box, containing motor and screw, weighs about
15J cwts , and floats with a draught of from 4 feet li inches to 4 f<et
3J inches.
Mauling upon a Submerged Chain or Wire Rope. — A favourite
means of traction, especially in France and Belgium, consists in
hauling upon a chain or wire rope, fixed at each end, and laid along
the bed of a canal or canalised river; but it is only on the- most
frequented canals that it can be advantageously applied, and only in
a certain number of reaches of great length. It is extensively used
in the tunnels upon the canals in the North of France. To reuder it
remunerative there must be a considerable amount of traffic, and the
tolls should be somewhat lower than those for towing by horses ; also
the reaches should be long enough for the trains of boats to regain
the time lost in locks. According to M. Derome, with chain haulage
on a much frequented canal the average speed of a train of four
boats cannot practically exceed 2i miles per hour. That of a boat
drawn by horses is usually li mile per hour. Haulage is supeiior
to tugs only when there is any current to contend against; its
advantage diminishes as the velocity of the opposing current
decreases.
Hauling on a submerged chain is done by means of two grooved
drums, one behind the other in the line of the chain with their axes
parallel to each other and about 10 feet apart, round each of which
the chain is generally wound about four half turns, making four
turns round the pair. As far as the preservation of the chain is
concerned, the plan is defective. It the grooves in the drums are
not absolutely equal in diameter the chain cannot help slipping,
and abnormal strains then arise in the intermediate lengths, often
exceeding the tractive force on the stretch ahead upon which the
boat is hauling itself. The chain, moreover, is bent as many as
eight times during its four half turns round the drums; when
working in sandy or muddy water the alternate bending and
straightsning is highly detrimental to its durability. The necessity
for one boat throwing the chain off when meeting another is
also a great objection, as this is not easy to do, and causes a con-
siderable loss of time. It has, however, been got over to a certain
extent in M. de Bovet's magnetic tow boat " Ampere," now in use
on the lower Seine, where the chain passes over only one pulley,
which is magnetised, and thus oauses it to adhere. The wetiing of
the chain even by soapy water does not cause a loss of more than
10 per cent, of the tractive power. Up to the present this boat has
been succrsslul ; the chain is used ouly for going up the river; on
the downward journey the boat is propelled by an ordinary screw.
In order to avoid having to throw the chain off wbon meeting another
boat, it has been proposed to use two chains, which, however, would
necessitate widening the bottom of the canal in order to prevent
them from getting entangled, and even then the danger would still
exist in curves. In I860 some experiments were made on the Grand
Canal in Ireland with chain haulage, but it was found impracticable.
Although it has been so successful on the Continent, its advantages
have not beon sufficiently great to lead to its adoption in this
country.
Upon the Rhine a wire rope is used instead of a chain (" Proceed-
ings, 1869," p. 240). The lope is laid in the bed of the channel,
and is taken up over a wheel at the bows, passed round a clip
drum, and then dropped astern. Some experiments with a wire
rope were made by Sir Leader Williams on the Bridgewater Canal ;
but where there is much traffic in the opposite direction, and many-
bends in the canal, the wire-rope plan is found to be practically
unworkable. Cable towing was also tried npon the Erie Canal in
the United States. The first cable of 34 miles length was laid down
in 1872, and in 1879 there were over 80 miles of it ; but it was
abandoned after ten years' trial.
Electric Haulage. — Electric haulage on a chain has lately been
started upon the Bourgogne Canal, and has given complete satisfaction
up to the present time. It was designed by M. Galliot, Ingemeur
des Ponts et Chaussees, under the direction of M. Fontaine, ct ief
engineer of the Bourgogne Canal, and was approved by the Minister
of Public Works on February 8th, 1893 ; the work was immediately
begun, and was finished on July 15th following. The reach of canal
upon which the system has been applied is 3} miles long, and includes
a little over two miles through a tunnel; the width of waterway is
about 23 feet in the open and about 20 feet in the tnnnel, while the
depth varies from 7 feet 44. inches to 7 feet 10i inches. From 1867
to 1883 barges were towed by a steam tug hauling on a submerged
chain ; the plan worked well, but was dear, the cost of maintenance
being high. In 1888, the old tug boats being no longer serviceable,
it was decided to utilise the waterfall at the canal locks for driving
turbines to generate electricity, and to work this reach electrically.
The ground having been surveyed, it was decided to make a fall of
23 feet at Pouilly at the Seine end, and another of 26i feet at
Escommes at the Sadne end. The available water power at Pouilly
is 26-7 H.P., and at Escommes 118 H.P., making a total of 32J H.P.
Two dynamos are used, which are shunt-wound Gramme machines,
; connected in series -. that at Pouilly is constructed to supply a normal
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113:
current of 90 amperes at 370 volt*, and the other at Escommes
furnishes 30 amperes at 280 volts. A conducting wire running along
the canal bank joins two opposite poles of the machines ; and from
each of the two remaining poles a separate wire runs along the same
bank parallel to the first wire and below it ; by means of the two
lower wires the current is conveyed to the motor. When the
turbines are running at their normal speed, the total electromotive
force is 370 + 280 = 650 volts ; the resulting current does not
generally reach 30 amperes, but varies between 12 and 25 amperes
according to the cargo towed j for a current of 25 amperes the loss
of power is 180 volts. The motor is capable of absorbing a maximum
of 18$ H.P. j it is rarely, however, that such a high power is required.
The made of connection by the wires presents the advantage that the
length of conductor traversed by the current remains always the
same, on whatever part of its journey the tug boat may be. The
switchboard on the tug has a rheostat of 180 ohms for admitting the
current gradually to the motor. The governor regulating the
admission of water to the turbines is worked electrically ; it allows a
variation in voltage of only 10 per cent, when a tug is starting, and
normally a variation of only 21 per oent. A battery of accumulators
is connected in parallel witli the conducting wire, and works simul-
taneously with the dynamos ; the connection is continuous, so that
the accumulators act as equalisers. The battery working alone is
sufficient for two journeys in each direction ; it is placed in the cellar
of the resident engineer s house. The accumulators have been found,
however, to be of but little use ; and M. Galliot states that, if the
work were to be done over again, he should dispense with them, and
should also use series-wound dynamos, instead of shunt-wound as at
present. The total length of circuit traversed by the current being
about 7J miles, the resistance is 3'9 ohms. In ordinary working at
600 volts with a current of 20 amperes the efficiency is 87 per cent.
The three wires of the line are so arranged as to occupy in section
the corners of an isosceles triangle 3 9 inches high, the two lower
wires being those along which the current travels to and from the
motor. For keeping the wires in their required position, insulators
of a special form are used. The line so constituted forms an open
circuit ; to close the circuit, it is only necessary to place the two
lower wires in contact with the poles of the motor, which is done by
means of two trolleys carried by the boat. As on American tram-
wayB, the trolleys are composed of two long jointed arms, each
terminating in a small roller, which travels along the conductor on
the bank of the canal, and conveys the current to the motor leads
that run through the arms. At the end of the arms of the trolleys
the conductors are connected to the switchboard, and thence
to the poles of the motor. The latter is a series-wound
Gramme machine, which on a brake trial at 900 revs,
per minute, with 30 amperes and 550 volts, gave 19 brake
H.P. ; the mechanical efficiency was 85 per oent. The motor
receives a greater or less supply of power in proportion to the
trains it has to tow ; it works well with different cargoes in tow,
and is remarkably free from sparking. It is connected to the chain
drum by means of belting ; the pulley of the motor is 118 inches
diameter, and the fly-wheel on the chain drum 5 feet 101 inches, or
six times the pulley. The boat is geared for two nominal speeds of
1'79 and 3'13 niiles per hour; the actual speed of course varies
largely with the weight of cargo towed. The tug is 49 feet 2k inches
long, 10 feet 6 inches wide, and 3 feet Hi inohes deep, with a
draught of 1 foot 5$ inches. Fore and aft she is covered with fluted
sheet-iron ; and a length of 26 feet 3 inches amidships carries a cabin
of thin sheet-iron to protect the machinery from the weather. In
order to prevent the chain from bespattering the boat, it is entirely
enclosed in a U-shaped trough, which is covered by a half-round lid
of thin sheet-iron. The chain enters and leaves "the boat through
two holes eia.ilar to those on river steam-tugs. There are two
rudders, one at each end, and each connected to a wheel placed at
the opposite end, so that the boat can be steered from the forward
end both up stream and down stream. In the tunnel the boat is
lighted by electricity. The total cojt of the arrangement was about
£5,400, including £400 for the accumulators and £200 spent on
unsuccessful trials, which latter of course could now be avoided.
With the advantage of present experience the electric haulage at
Pouilly could now be carried out for about £4,800, exclusive of the
accumulators which are of little use : so that the cost per mile would
be about £4,800 -;- 375 = £1,280. The saving in cost over the
old steam-tugs is considerable. During a period of six months the
cost of transport over the length of 3£ miles was OSSd. per ton by
electric haulage, as against 099rf. by the old method, or a saving of
a little over 30 per cent. The time taken is also slightly less.
/Cunning Sope. — A third plan of towing, by means of an endless
running rope working along the canal bank, was tried in France for •
some considerable time by M. Maurice Levy on tho St. Maur Canal, .
and also on the St. Maurice Canal near Charenton, where nearly
every difficulty likely to occur in practice seems to have been
enoountered. From experiments made both in Franoe and in
Prussia it has been found that this plan is practicable, and that it
will probably prove satisfactory in respect of economy. To start
such a plan means of course a heavy outlay upon machinery ; and
to make it successful the traffic must be frequent. The boats can be
attached to the rope in a simple and ingenious way at any point
along the route; and the difficulty of getting the attaching rope
past the pulleys has been successfully overcome. One great difficulty
which had to be surmounted was tho rotation of the endless rope ;
this was overcome, and in 1891 the plan had been working perfectly
for two years without an accident. The rope used was of steel wire,
having a tensile strength of upwards of 50 tons. The supporting
pulleys were placed as intervals of 230 to 262 feet apart. The two
stationary engines driving the rope were each of 50 H.P. and about -
15 miles apart, to that each worked a circuit corresponding with
a length of about 7t miles. The cost of traction by this plan on
the St. Maurice Canal came to 0'039rf. per ton-mile, including
interest and redemption of machinery. This would point to the
conclusion that, where the first outlay is warranted by the amount
and nature of the traffic, the plan is not so expensive as might at
first sight be expected.
On the Marne and Aisne Canal a method of traction has been in
operation since the beginning of 1896, for a description of which the
author is indebted to M. Bourguin, engineer-in-chief at Reims,
under whose supervision the work has been executed. Since this
plan has been got to work, the above experimental towage on 'the
St. Maur and St. Maurice Canals has been discontinued. The present
is the first really practical application of this plan, which is the
invention of M. Maurice Levy, to the traction of boats ; and it is
the only one of its kind at present at work. The total length of
canal worked in this manner is only 1'37 mile, of which Tift mile
is in tunnel, leaving in the open O'lO mile at one end and 0'09 mile
at the other. The tunnel of the Mont de Billy has so narrow a
towing path that only horses accustomed to the work could get. along
it. As the supply of such horses was insufficient for the traffic, some
other method of haulage had to bo adopted ; and towing by an
endless running rope, which was then successfully working experi-
mentally on the St. Maur and St. Maurice Canals, was decided upon.
Tho work having been authorised in March, 1893, was begtin in
June, 1894, and finished 12 months later. Experiments were then
made upon the new plan, and such improvements and alterations as
seemed necessary were carried out. At the end of January, 1896,
nearly the whole of the traffic was conveyed by tho rope, in order
that any minor difficulties which might be experienced in the daily
working of the rope might be observed and removed. On May 1st,
1896, rope haulage was rendered compulsory, and has been in use
successfully up to the present time. In order to get over the great
difficulty of the tow Hue winding round the running rope, owing to
the rotation of the latter, the boats are attached to the rope in the
following manner. Where the attachment is to be made, a serving
of twine, mixed with resin and pitch, is wound round the running
rope for a length of about 7 inches, forming a protecting pad ; a
cast-steel collar in halves is then bolted tight upon the rope, bearing
hard upon the serving of twine. Against the front face of the collar
bears a cast-steel saddle, which has a short coupling rope passing
round it and attached to it. One end of the coupling rope terminates
in a pear-shaped bulb ; and the other end, which is of the same
length, has a piece of rope spliced to it, with a gap or eye le(t for a
short distance between the two splices, just long enough to allow tho
pear-shaped bulb to be pushed through when the rope is slack ; but
the gap closes tight up directly tension is put on the rope, and
prevents the bulb from pulling out of it. For disengaging, all that
has to be done is to slacken the rope, and the bulb can at once be
pulled out of the eye. The end of the rope containing the eye
terminates in a loop, to which the tow line proper is fastened. The
tow lines, which are provided by the management, last a considerable
time, for apart from the pull upon them in towing there is nothing
to wear them out. Tho coupling rope round the saddle, however,
wears out quickly, iu consequence of its passing ovor the pulleys
carrying and guiding the running ropo. At the present time the
running rope is in good condition, and apparently will last four or
five years. The pulleys are much worn by the passage of the collars
and saddles, and will require renewing about every two yearn. The
servings of twine wear out rapidly, and have to be replaced every
fortnight. The saddles on the rope have also to • be renewed every ■
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few months, because, being pressed tightly against the horizontal
guide-pulleys, they get out of shape and constantly break. The
traffic is worked in two convoys of eight boats each way per day.
For a convoy of eight boats towed against the current, which is
slight, 80 H.P. is required, the speed of the running rope being about
three-quarters of a mile per hour. At the end remote from the
works a telephone is provided, so that notice can be given to the
engine house when a convoy is despatched, and also any other instruc-
tions can be sent.
( To be continued.)
NEW INVENTIONS.
Claiming particularly to apply directly or indirectly to Motor
Vehicles, S(c.
Compiled for "Thb Automotob and Hobsblbsb Vehicle Journal"
by Hbbbbbt Haddan and Co., Registered Patent Agents, of
18, Buckingham Street, Strand, W.C., London.
*»• At the requett of a number of tubtcribtrt ice are pleated to
announce that for the future we have arranged to more thoroughly
cover the field of completed Patent/ referring to the Motor- Car
Indutlry, by reproducing the latent Specification* and Diagrams.
Patents Applied For.
Abbreviation! : Impts., Improvements in ; Relg., Relating to.
1897.
Nov. 3.
35,371.
.. 3.
35,534.
.. 6.
25,668.
„ 5.
25,747.
„ 9.
26,006.
.. »•
36,060.
„ 9.
36,063.
„ 11.
26,28t.
„ 12.
36,411.
„ 13.
26,495.
,. 17.
36,8118.
„ 17.
36,918.
„ 19.
37,059.
,. 19.
37,117.
„ 19.
37,133.
,. 19.
37,148.
„ 19.
37,151.
., 30.
37,212.
„ 34.
37,673.
,. 35.
37,709.
,. 36.
37,734.
„ 38.
37,812.
„ 36.
37,868.
„ 29.
28,1)48.
„ 30.
28,206.
„ 30.
38,363.
„ 30.
28,381.
A. O. Robinson and E. Robinson. Impts. relg. driving of
cycles, motor-cars, Ac.
T. J. Ryland and £. Bird. Impts. driving gear.
J. H. Morris. Impts. relg. driving of motor-cars, Ac.
R. Harrison. Impts. relg. motor-cars and appliances
connected therewith.
J. H. Kirk and J. W.Jeftc. Impts. joining motor-car frames.
Anglo-French Motor-Carriage Co. (Ltd.) <E. Uasculgne
and T. Meacock). Impts. mechanically-propelled vehicles.
G. Idkn. Impts. driving gear.
J. V. Pugh. Impts. joints for frames.
O. Hxnsraw. Impts. relg. electric cars.
R. Y. McIntosh. Impts. self-propelled vehicles.
Q. Iden. Impts. spirit or oil motors.
J. Hopkinson. Impts. electrically-driven vehicles.
A. Craig and W. Phillips. Impts. relg. motor-vehicles.
J, E. Lairdet. Locomotion and guidance of vehicles.
J. D. Prentice. Impts. springs for vehicles,
W. H. Warper. Impts. connected with driving gear.
A. Oraig and W. Phillips. Impts. differential driving gear.
R. Haoen. Impts. motor-vehicles.
J. E. Thornton and J. P. Lea. Impts. variable driving gear.
H. Crouan. Impts. autocars.
L. Leemhoff. Improved engine and motor-carriage.
R. M. McDonald, Impts electrically-propelled vehicles.
J. L. DidiER. impts. change speed gear.
W. C. Wood. Impts. driving and propelling gear.
H. P. Maxim. Impts. running gear and frames. (Date
claimed, May 3, 1897.)
H. H. Lake. Impt«. motor-vehicles (Old's Motor-Vehicle Co).
W. H. Waud. Impts. in machinery for engines and motors.
Specifications Published.
28,648. Motor*. Stephen Kaxiua Balzer, 370, Gerard
Avenue, New Tork, and William Henderson Humphrey,
of Norfolk, Connecticut, both in the United States of
America. December 15th, 1896.
In Fig. 1, 12 is a shaft which has a crank-pin, 14, shown carried by
arms, 14*, in well known manner, but, of course, the crank-shaft, 12,
can be made in any desired manner, and may be carried in any suit-
able supports. The casing shown consists of a central shell, 15, which
surrounds the crank, 14, and on the sides of this shell are bolted or
otherwise fastened shells, 16, 17, which havo tubular extensions or
bearings, 16*, 17*, which receive and rotate u)>on the shaft, 12. Of
course the central shell and one of the side shells could be made in a
single struoture, and the extensions or bearings, 16*, 17*, can be fitted
with ball bearings to reduce friclion on the shaft, 12. This casing
or shell (its central portion, 15), carries suitably arranged cylinders,
18, which are secured thereto by screw threads or otherwise, and
open into the interior of the casing (tee Fig. 2), these cylinders being
closed at their outer ends and aligned with the crank, 14. 19 is the
piston within the cylinder, and 20 the piston-rod, which may be
connected therewith by a ball-and-socket joint, 21, or otherwise, to
allow independent movement between the piston and its rod (see
Fig. 2). As there are a pleuraliry of piston-rods, 20, all working on
the same ennk-pin, 14, we provide each rod with a foot or extension,
22, the under surface of which is curved to correspond with the
periphery of the pin, 14. The width of the feet, 22, of the rods, 20,
is such as to leave a space between them so that said rods can have
necessary oscillatory movements on the pin, 14. The feet, 22, of the
piston-rods, 20, are held upon the pin, 14, so that the rods, 20, can
effect a pulling action on the pin, 14, by rings, 23, which surround
the feet, 22. The feet, 22, are held from movement along the pin,
14, by the crank-arms, 14* (tee Fig. 2). To adjust the rings, 23, in
position around the pin, 14, and feet, 22, said rings are made in
sections, and these rings are held together, and spaced apart, by
studs, screws, or bolts, 24. To form a firm structure the sections of
the rings, 23, overlap or are dovetailed together, and the bolts or
screws pass through these joints. By preference, the studs, 24, are
hollow, and screws or screw-bolts, 24*, pass through them and
1*i*&.
through the sections of the rings, 23, as shown in Fig. 2. In order to
take up wear that may occur between (he outer surfaces of the feet,
22, and the inner surfaces of the rings, 23, the outer surfaces of the
feet, 22, are inclined outwardly, as in Fig. 2, so that as wear occurs
the rings, 23, may be adjusted nearer the rods, 20.
The improved motor or engine is designed to be operated by hydro-
carbon oil or vapour and air, but could be used with any other suitable
propulsive medium. The outer end of ench cylinder,18, is provided
with a plate or cover, 25, suitably connected therewith, and on one
side of each plate is an enlargement, casting or housing, 26, having a
chamber or channel, 27, into which projects an air pipe, 28. These
pipes, at the opposite ends, pass into the chamber, 16*, of the shell
or casing, 15, 16, 17, and serve to draw air therefrom to supply
the cylinders, 18, through the chambers or channels, 27. The
portion, 12*, of the shaft, 12, is hollow throughout, to admit air to
the chamber, 15*. and as air thus enters the casing, 15, 16, 17, it
serves to cool the latter, and the contained mechanism. But it is
evident that air could be adriiitted to chamber, 15*, otherwise, say,
for instance, by apertures in the side of the casing. But by the
means shown the danger of dust, &c, entering the casing is reduced.
It is also obvious that the pipes, 28, could take in air without
receiving it from the chamber, 15*.
The chamber or channel, 27, communicates with the cylinder, 18,
by a channel, 29, in the plate or cover, 25, and a valve, 80, regulates
communication between said chambers. The valve stem, 31, is
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DBCM.Bia.,1897.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
115
shown passing through the plate or cover, 25, and provided with a
spring, 32, suitably arranged, which normally holds the valve, 80,
to its seat. The valve, 30, is operated by suction, as hereinafter
explained, to admit air and oil or vapour to the cylinder, 18. 33 is
a plug which closes the opening that admits the valve, 30, to its seat.
The valve, 30, regulates the admission of vapour or oil to the
cylinder, 18, as well as air, and for this purpose a pipe, 34, leads to
the valve-seat, and is fastened in the plate or cover, 25 {tee Fig. 2),
its delivery end being in line with the valve, 30, as shown in dotted
lines in Fig. 2.
As the casing, 15, 16, 17, rotates, means are provided for supplying
oil or vapour to the pipe, 34, through the portion, 12b, of the shaft,
12, which for this purpose is hollow, its inner end being plugged, or
in other words, the portion, 12l>, of the shaft has a bore to receive oil
or vapour. For convenience of manufacture a hollow shaft or tube
is used, the inner end of the portion, 12b, being plugged. 12c is a
hole in the shaft leading to its bore, 12d, and the bearing, 16*, of the
casing, 15, 16, 17, is provided with a chamber, 16b, into which the
hole. 12", opens. The chamber, 16b, communicates with a channel,
34*, in the bearing, 16*, which channel connects with the pipe, 34.
The pipe, 34, for this purpose passes into the casing, 16, as in Fig. 2.
35, 36 are suitable bushings in the bearing or extension, 16*, through .
which the shaft, 12, passes, the bushing, 35, having an annular cavity,
35*, and an aperture, 35b, leading from the cavity, 35*, to the chamber,
16b. The bushings hold packing in place to keep oil properly in
position, a cap, 37, on the bearing, 16*, serving to keep said bushings
and packing in place. Oil or vapour may be supplied to the bore, 12d,
of the shaft, 12, in any suitable manner.
'• tdbtfi.
In the operation of this motor esch cylinder makes two revolutions
around shaft, 12, for each charge of propulsive material, and during
the greater part of these two revolutions the valve, 53, keeps the port,
51, closed, and only opens at one instant to allow the escape of the
exhausted charge. Or in other words, when the piston, 19, first
moves towards the crank it draws in a charge of oil or vapour and air
(this takes place during the first half revolution of the motor), the
piston next recedes (during the other half revolution) and thus com-
presses the charge of oil or vapour and air. During the next half
revolution of the motor the charge is exploded aiid expanded to give
motion to the parts. While the motor is thus making one and
one-half rotations the valve, 53, remains closed, but as soon as the
piston starts to move back to the outer end of the cylinder, during
tne fourth half-revolution, the valve, 53, operates quickly to open the
exhaust port and permit the expanded charge to escape. To cause
these valves to thus operate at the proper time, the eccentrics, 60, are
made independently rotative aud cause them to rotate just ono-half
aa fast as the cylinders, or, in other words, the cylinders make two
rotations or revolutions around shaft, 12, to one rotation of the
eccentrics, 60. As there are three cylinders, 18, we have shown
three eccentrics, 60, one for each cylinder, and these eccentrics are
connected together and rotated as follows :— 61 is a sleeve mounted
to rotate on the shaft, 12, which sleeve passes through the eccentrics
and is keyed or otherwise secured to them. The eccentrics, 60, are
located in proper position relatively to each other to cause the valves,
63, to operate at the proper time. The sleeve, 61, carries a pinion or
spur teeth, 62, with which a pinion, 63, meshes. The spindle, 64, of
the pinion, 63, is journaled in bearings on an arm, 65, that is secured
to and projects from the shaft, 12, said spindle also carrying a pinion,
66, which meshes with spur teeth or a gear, 67, carried by the casing,
17. The teeth, 67, are shown carried by a tube, 68, which is socketted
in and secured to the part, 17, of the casing or shell. By these means
as the casing rotates, the eccentrics, 60, will be rotated together,
through the gearing above mentioned, and the relation of the gearing
is such that the eccentrics will be given but one complete revolution
to two revolutions of the casing. The eccentrics, CO, have straps
which are connected with the stems or rods, 57, to actuate the valves,
63. The relation of the parts is such that a cylinder, 18, can make
three half turn* before one eccentric, 60, will act to operate the valve,
53, because, as the eccentrics rotate but half as fast as the cylinders,
they will be kept from operating tho corresponding valve, 63, until
such time as the exploded charge is to be exhausted.
12,489. Improvements in Oil-engines. Dug-ald Clerk,
London. March 8th, 1897.
This invention relates to that type of engine in which an explosive
mixture of air and oil-vapour or gas is formed, and ignited to give
the required impulse or impulses, and where the necessary oil-vapour
or gas is produced as required from liquid petroleum.
Fig. 1 is a vertical section through the engine, Fig. 2 is a horizontal
section, and Fig. 3 is a detail view.
The engine has a single cylinder, A, and piston, B, as shown on
Figs. 1 and 2, the back portion, C, of the cylinder acts as the motor
end, while the front portion opens out into an enclosed crank-
chamber, D. The motor impulses take place every revolution behind
the piston, B, while the air in front is compressed into the crank-
chamber, £>, to a few pounds above atmosphere. The piston, B,
over-runs an exhaust port, £, at or about the end of its stroke, when
the pressure at the motor end falls to atmosphere, and at this time
the compressed air in the crank-chamber blows open a non-return
lift valve, F (preferably placed in the piston, as shown), so that the
air from the crank-chamber, D, flows into the motor end, C, of the
oylinder, and scavenges out the burnt gases through the exhaust
port, £.
An air suction valve, G-, is arranged in the crank -chamber, D, so
that on every back stroke of the piston air is d rawn in.
To produce the oil-vapour as required for supplying the engine
there is a small reservoir of oil, H, as shown in detail, Fig. 3 (\,\\a
ordinary lamp oils of high flashing points in use in this country
being preferably employed) with its surface kept under a constant
air pressure of from 10 to 80 lbs. by means of an ordinary air pump
such as I.
There is a vapour lamp, J, of a somewhat similar construction to
that known as the " Wells," as illustrated. It consists of a metal
coil, K, having the end, L, communicating with the oil reservoir, H,
while the other end, M, leads to the nozzle burner, N, fixed centrally
underneath the coil.
In the lamp, J, shown on the drawings, the coil, E, for convenience
of making and cleaning is formed by drilling straight holes leading
one into the other. The lamp, J, is put into action by a preliminary
heating before oil is admitted from the reservoir, H. When the oil
is admitted up past L, the hot coil at once vaporises it, and a jet of
vapour at high velocity issues from the burner, N. This jet is lit, and
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Dkobmbbb, 1897.
passing through the coil, K, keeps up the production of vapour as
Ioug as the lamp is kept burning. On the side of the nozzle burner,
N, is fixed a small bye-pass pipe, O, which ]ea<U to a small chamber,
' P. This chamber is of sufficient size to hold one charge of vapour
(for one impulse of the engine) at a pressure in excess of atmospheric
pressure, and has on its end two small valves, S and T, opening into
the combustion and ignition tube space, Q, of the engine herein
referred to and controlled by the governor. The bye-pass pipe, O,
allows the chamber to fill up with oil-vapour at a similar pressure to
' that in the nozzle burner, and it is evident that as this supply is
drawn off to feed the engine the bye-pass will at once fill it up again.
; The size of opening from cither end of the bye-pass may be arranged
with an adjusting device, such as R.
On the end of the motor cylinder, A, is an extension, O (preferably
' tubular) of the combustion or compression space, and the fiunsen
lamp flame impinges on this tube so that it forms a combined
combustion chamber and ignition tube. The oil-vapour from the
chamber, P, is admitted at the termination of exhaust and scavenging
.into this tube, Q, but as sufficient air is not present, no ignition
takes place ; however, on the back stroke of the piston air is forced
into the tube, Q, and mixing with the vapour at the hot end, explo-
sion takes place, and thus a motor impulse is provided. By so
arranging the length of the tube and the extent and position of
heating, the explosions may be accurately timed.
2,846. Improvements in Bevel Searing. William Edwin
Heys, Manchester. February 2nd, 1897.
This invention relates to gearing for the transmission of rotary
' motion.
As represented by the drawing, the crank axis carries wheel, A, in
substitution for the ordinary teeth of which are arranged small
friction rollers, B, free to turn upon the fixed axes, b. The axes of
these rollers are not radial, parallel with the plane of the wheel, but
in the surface of the cone to which the wheels are constructed as
indicated. The rollers themselves are cylindrical, with one or with
both ends rounded so as to prevent friction between them and the
walls of the recess or cavity within which they are mounted. The
j.
•wheel, A, gears with a pinion, C, which has the ordinary or any
' suitable special form of smooth fixed teeth, C. This pinion is
' screwed or otherwise fixed on the end of a ferrule or sleeve, B, which
is mounted and capible of rotation, with or without ball bearings,
upon the rod or tube, E\ which may form part of the framing of
' the machine. The opposite end of this ferrule or sleeve has similarly
fixed upon it the wheel, F, furnished as A, with friction rollers in
substitution for teeth, near to the hub of the driving or back wheel,
' upon which is fixed the pinion, G-, having fixed teeth, Or1, similar to
those of the pinion, C, gearing with Hie wheel, G-.
18,601. Motor Carriages. John Johnston, 2, Bush Street
Bast, Pembroke Cook, Pembroke. June 9th, 1896.
This invention consists of improvements relating to motor carriages,
the object bi'ing to provide more efficient and reliable means for
' steering than exists with the vehicles at present in use.
In the application of the invention to a motor carriage having two
back wheels, such wheels are mounted upon separate axles coupled
together by compensating gear, arrangod in the ordinary manner to
permit one wheel to over-run the other, and thus enable the vehicle
' to be turned round a sharp corner. Upon each of the back axles is
mounted a brake wheel and a friction block adjacent to each wheel
upon the short arm of a brake lever. At the extremity of the long
arm of each brake lever is formed a hole or aperture to admit a
steering rod which is connected with a hand or foot operating lever
* i* an" Ordinary manner. Upon the steering rod. are attached two
collars adjacent to the brake levers, a spring between each of the
levers and the adjacent collar or projection from the steering rod.
Steering is effected by the application of the friction block to one or
the other of the brake wheels ; the adjacent wheel of the vehicle
being thus retarded, the opposite one over-runs it, and causes the
vehicle to swing round.
When the carriage is in motion the front wheels can be caused to
swing or slew round in either direction by the operation of the
steering gear, by pivoting them forward, of the centre of the axle,
but the slewing is effected against the resistance of springs, such
resistance always tending to return the wheels to their central or
normal position. The motion of the carriage is thus maintained in
a straight line direction until forcibly turned aside by the operation
of the steering gear, and such steering can be readily effected without
producing a jerky or unsteady motion of the vehicle.
In the construction of steering gear for a motor carriage having
but one front wheel, the spring or springs is or are arranged upon
the central steering head in such a manner that when the steering
head is turning a torsional force is imposed upon the spring, thus
setting up a resistance tending to return the head to its central
position.
12,894. Framings of Autocars, &o. Wolseley Sheep Shearing
Machine Company (Limited), Sydney Works, Alma Street,
Birmingham, and Herbert Austin, of the same address.
June 6th, 1896.
According to this invention the two side frames of the body of an
autocar or self-propelled road vehicle are formed, as seen in side
elevation, each of upper and lower longitudinal members joined
together at their ends by pillars which, preferably, incline somewhat
towards one another upwards, and of diagonal members or braces
which join the upper corners with the middle of the lower longi-
tudinal member; and the socket piece or mounting which forms the
joint between such diagonal members and the lower longitudinal
member is conveniently formed at its upper end as an eye, or other-
wise, to carry the axle. A rail or guard may extend above the top
of the upper longitudinal member, being conveniently formed with a
longitudinal portion and downward portions which are fixed at their
lower ends to the corners of the frame and are joined by curves at
their upper ends into the ends of the longitudinal portion.
The portions of the framing which extend forwards of the frames
above described vary according to the character of the vehicle and
method of steering the same.
1,972. Oarbonio Aold Engines or Motors. Adolphe Delsemme,
Ho. 32, Avenue Bogier, Liege, Belgium. January 26th,
1897.
This invention has for its object a carbonic acid engine or motor,
and it consists in connecting the motor cylinder or cylinders to a
reservoir formed of metal, suitable for containing the carbonic acid
under pressure in a liquid state, and into which enters an electric
conductor, the ends of which are connected to the two poles of a
dynamo, or other source of electricity, in such a manner that when
an electric current passes through the conducting wire, there results
a heating of the carbonic acid which in the form of gas at high
tension enters the motor cylinder or cylinders for acting upon the
piston or pistons.
A dynamo is provided which, when the car is in motion, is driven
by one of the car wheels, from which motion is communicated to
the dynamo through bevel gearing, or through any other suitable
medium.
A small battery of accumulators is connected to the dynamo, and
which stores sufficient electricity to furnish the current necessary for
starting the vehicle.
A receptacle contains the liquid carbonic acid. The said receptscle
is surrounded with insulating material, and into it enters the con-
ducting wire, which conveys from the dynamo the current which
heats the carbonic acid. This receptacle communicates with the
motor cylinders by a pipe furnished with a suitable valve con-
veniently connected to levers, by means of which the driver of the
car can regulate the supply of carbonic acid gas to the cylinders.
Pipes form communications between the receptacle and heat and
pressure gauges situated near the driver for the purpose of indicating
to him the degree of heating and pressure of the carbonic acid. Make
and break devices aiTanged in the circuit of the conducting wires
enable the driver to control the passage of the ourrent to the receiver.
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THE AUTOMOTOR
-Aosru
HORSELESS YEHIGLE JOURNAL
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
Circulates amongst Makers and Users of Motor-Cars, Cycles, etc., in the United Kingdom, the Colonies
and the Continent.
Vol. II. No. 16.
JANUARY 15th, 1898.
Price Sixpence.
CONTENTS.
In Aid of AutomobiliKin
A Halting Vestry
The Coachniakers' Company ami a Chance for the Motor-Car
Municipalities anil Autoinohilisni
Boots ami Venablcs' Oil-Motors and Mechanism for Vehicles
The Electrical Cab in Leeds
Doings of Public Companies
Another Vestry on Motor- Vehicles
Continental Notes
Lea Poids Lourds
The Liquid Fuel Company's Automobile Train
The Heat of Combustion of Acetylene
Diary of Forthcoming EvenU
Answers to Correspondents
Leading Articles —
High or Low Test Petroleum
Personal
The Dally Press Again
Important Correction
Lindsay's Coil Clutch
The Post Office Mail Tans
Notes of the Month
The Buffalo Injector
The Hiker Electric Carriage. „ !
Electrical Road Traction
Hunter's iioU>r
Correspondence
Kelf-Propelled Traffic Association
Proceedings of Technical Societies
New Inventions
••\S
117
118
mi
119
1211
122
123
132
132
131
137
137
139
139
139
110
1411
Ml
141
143
lit
IIS
I IS
117
UH
119
K.l
l.-.l
l.-.s
IN AID OF AUTOMOBILISM.
It is, as a rule, an unwise thing to prefer a request unless a
favourable reply can be assured. Most people interested in
the development of aulomobilism will, wo think, agree with
us in the opinion that in asking the Liverpool City Council for
a grant in aid of the forthcoming trials next May, the Self-
Propelled Traffic Association (Liverpool Centre) took a rather
ill-advised action, and exposed itself to a needless snub. From
the Liverpool papers we learn that at a recent meeting of the
Corporation a letter was read from Mr. E. Shrapnell Smith,
hon. organising secretary of the Self-Propelled Traffic Associa-
tion, asking the City Council to grant £^0t) towards the ex|iense
of the trials of motor vehicles for heavy traffic to be held in
Liver|Kiol in May next. The Finance Committee decided to
decline the application, a grant In the Council being «/'/■-' rtrc*.
That this result should have been reached was only to be
expected by anyone knowing the Liveri>ool Corporation, which,
like most similar bodies, is composed of well-to-do, well-
intentioned, but not very liberal-minded persons. Can any
good thing come out of a body that objects to the Nude
in Art, and which entertains a truly moral and provincial
view of the awful depravity associated with what some of iu
members unctuously term the Continental Sunday ? From the
report quoted we learn that the request was refused because
it was ultra vires. L'ltra vires is, as Shallow would say--" Yea,
indeed, a good phrase," but, we would observe, quite out of
place in this connection. Why should a request for public
funds in aid of a public object be ultra vires? It is, of course, too
much to expect that a real British municipality, such as Liver-
pool, can so far rise superior to its narrow-minded provincialism
as to encourage automobilism. This would be indirectly
encouraging travelling on Sundays ! Liverpool rejoices in
mauy (and much needed) means for the " elevation of the
masses." Thus it owns a very fine and large organ, and pays
an organist an inordinately large salary to perfonn on it. On
each Sunday a selection of what is called "Sacred Music" is
ground out on the aforesaid orgau, and the well-dressed people
of the middle and lower middle classes have their " religious
feelingi " comfortably excited by doses of the " Lost Chord,"
" Nazareth," and things of that kind, which, it is needless to
remark, would not be tolerated in a first-class London concert
hall. This means of spending a '' pleasant Sunday afternoon "
costs about £1,500 per year to the ratepayers. We say nothing
more than this, that if any practical benefit result the money is
well s|ient. This expenditure of public money on what is a
scheme of exceedingly doubtful utility is — such is municipal
logic — not ultra inrcs. A grant of a few hundred pounds, which
would enable a problem in applied science to lie solved, and
which solution would be of incalculable benefit to Liverpool,
in that it would lessen the burden of that terrible incubus
known as " Port Charges and Town Dues," and which gives
Liverpool such a bad name with shippers all pvt r the world is,
however- such, again, is municipal logic — distinctly ultra vires.
It is, we think, to le regretted that the S.P.T.A. ever
preferred this request. The reply was so obvious. It is
difficult to obtain exact, or eveu approximate, figures stilting
what the employment of horses in cabs, om.iibuses, trams,
carts, &c, costs a municipality in street cleaning -in getting rid
of the excremental matter, iu wear of roadway, and lastly, but
by no means of suuill imrort, the mental irrit it ion caused to
citizens through the clatter of innumerable horse:-' feet on granite
pavements. The sum must, however -and this is certain — be a
very large one : and if a public lmdy it. not justified in spending
money upon even experimental moans fur abating a growing
nuisance, upon what o'ljeot, in the luiur of common sense, is ii
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Jakpaby, 1S98.
justified in spending money ? To rsfnse the request of the
S.P.T. A. because it was ultra vires shows that the Finance Com-
mittee uses words like Mrs. Malaprop. But to refuse the
request at all was an exceedingly illiberal and undignified pro-
ceeding. Contrast the behaviour of the Liverpool Corporation
with that of Continental municipalities. In the encouragement
of autoniobilism — which we cannot repeat too often means
cheap internal transport — the French municipalities are sur-
prisingly liberal. Paris, Marseilles, Bordeaux, Dieppe, Rouen,
have found it to be distinctly not ultra vires to vote large sums
in furthering the cause of autoniobilism. We now see the
authorities of Amsterdam making preparations for the Auto-
mobile Congress that is to take place next year, while all the
large towns lying en route between Paris and St. Petersburg
will cheerfully vote money for the same purpose. Yet Liver-
pool will not grant a small sum of £200 to further a project
from which she has everything to expect Did a member of the
Royal Family express a wish to visit Liverpool the same com-
mittee would spend thousands of the ratepayers' money. This
would not be ultra vires, but a request for a small sum to aid in
the solution of a practical problem in autoniobilism is churlishly
refused because it is ultra vires. We can only say, in the words
of the immortal " Chicken," " Why it's mean."
THE SERPOLLEr BURNER.
central chamber is heated, and the vapour generated passes down
the central tube through W (Figs. 1 and 2), to the burners, o, o,
whence it issues as gas. and the flames, D, playing upon the refrac-
tory walls, E, and the heating surfaces, F, F1, causes the latter to
become highly heated, and not only is the radiation very intense, but
these thick refractory walls, &c, act as reservoirs of heat to that in
M. SBRroiLBT has recently patented a now form of liquid fuel
burner which we illustrate nerewi'.h, and which possesses some
features of interest. In this burner petroleum vapour or gas is
injected under pressure in a Bunsen burner, and is there burnt,
-4u.1* *»i 07$ r ?»** I-Tt aJ-
Fio. 1.
mixed with the heated air which is sucked in, and heated by contact
with the hot metal of the frame. Referring to the drawings, A is
the reservoir of petroleum under pressure, the upper part of the
chamber being in communication with a pressure gauge, b; the
arrangement being almost exactly similar to that adopted by Wells
and other makers in their petroleum lamps. A pipe, d (fee Fig. 1),
conveys the petroleum to the burner, B, the quantity of oil passing
being rcgu'ated by the gauge and valve, E. The oil passing into the
Fl<». 3.
the event of the supply being temporarily shut off the furnace will
remain hot for a long time, and on again turning on the oil it is
immediately gasified as described. The air is admitted below the
burner through H. Fig. 3 shows a different arrangement, the oil as
before passes into a central chamber, B, and is vaporised and
issues as gas at o, the jet playing downwards through the passages, D,
and heating all the central portion ; air is admitted through the
pipe, U. It will be gathered by tho-e familiar with petroleum
burners that M. Serpollet has not introduced any specially novel
features, and we should not like to say that his burner presents any
material point of practical superiority over th se which have been
previously describe 1 by us. We would re uind our readers that the
most suitable forms of petroleum burners are fully described and
illustrated in our Automotob Pockkt-Book for 1898.
A HALTINd VESTRY.
»
Wb had thought that Shoreditch, by the establishment of its dust
destructor and excellent electric-lighting arrangement, hal earned for
itself the reputation of being an up-to-date and progressive community.
In the matters mentioned it cert duly leads the way. We are sorry
to have to modify our opinion somewhat, but the Vestry has not
exhibited the same foresight and intelligence in dealing with auto-
niobilism as it did in dealing with the disposal of tho refuse
question:' From a recent issue of the H-ickney Erprets w» learn
that some enlightened member of tho Vestry had proposed, and
very properly too, to employ motor disinfecting lans. The Public
Health Committee, as instructed by the Vestry, had considered
this question, and had received a report from the medical officer
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THE AUTOMOTOR AND HORSELESS VESICLE JOURNAL
119
of health as to the cost of electric motor-cars adapted for the
purpose of oonveying goods to and from the Vestry's disinfecting
station. The amount to be laid out would be at least £400, but the
cost would be somewhat less if the bodies of the old vans could be
utilised. Dr. Bryott pointed out that motor-cars are at present a
novelty. Whenever they stop in the streets, small crowds, mostly of
children, collect round them, and in the case of a c ir used for con-
veying infected articles, there would be a very considerable amount
of risk of infection. The committee were therefore of opinion that
it is not advisable to try the experiment of using motors for this
purpose, and they recommended accordingly.
The committee further reported that the average sum annually
paid for horse hire during the pist /our years was £85 18*. 6d., and
they estimated the cost of maintaining a horse belonging to the
vestry at £53 10*. As the estimated saving to the vestry would be
upwards of £30 per annum, the committee recommended that an
extra horse be purchased for the use of the Public Health Depart-
ment at a cost nut exceeding 30 guineas, and a set of harness at an
estimated cost of £8.
We would beg the Vestry not to be misled by the report of this
medical officer. This person cannot possibly be an authority on
motor-vans. The price he mentions is far too high, while the reasons
he adduces against the use of a motor- van are shallow and jejune.
Whenever a feverpatient is being conveyed from a house, in the easily
recognised hospital vehicle, there is always a crowd of small boys.
So there is when a fire-engine makes its appearance. The committee
is, we think, justified in rejecting this report as being inaccurate and,
no doubt unintentionally, misleading. It seems also obvious from
the figures relating to the cost of horses that neither the committee
nor the person responsible for the estimate understands the " law of
economy " which governs these things, and which we expounded in
our October number. We would recommend a perusal of this with
advantage to all vestrymen and their officials.
THE COACHMAKERS' COMPANY AND A
CHANCE FOR THE MOTOR-CAR.
Ocb always interesting, frequently well informed, but, like its
prototype, the Daily Chronicle, too hysterical contemporary, London,
as befits its position as an organ of municipalisation, leeps, as does
its exemplar, a watchful and somewhat suspicious eye upon the old
City Companies. Whether the latter appreciate the attention is, of
course, quite another matter. In a recent issue our contemporary,
under the heading " A Chance for the Motor-Car, " in the course of
a not altogether undeserved eulogy of the Coachmakers' Company,
makes the following (to us) extraordinary statement : —
"The Coachuiakers' Company have given the fullest encourage-
ment to the motor-car. One would not have been surprised to find
a Company, with members representing some cf the largest firms in
the country, looking askance upon the newcomer lest their own
business be intcifered with. But, no. With that keen business
foresight which recognises that progress lies along the line of new
inventions, they have welcomed the motor-car, and gone out of their
way lo give it encouragement. Last year, for instance, they offered
a first prize of £20, and another of £10, for the best designs of
a motor-carriage. So poor were the exhibits that the prizes could
not reasonably be awarded. The limitations imposed may have had
something to do with the shortcomings of the designs sent in. Any-
how, this year a wider field has been opened. Instead of limiting
the competitions to ooochmakers only, th-y are free to 'British
subjects generally resident in the United Kmgdom of Great Britain
or Ireland.' This is certainly wide enough, and ought to bring in
some of the many outsiders who feel keenly that the motorcar, or
cab, or carriage, is yet fur from being a sightly or convenient mode
of transit."
The Coachmakers' Company has certainly displayed a br jnd-minde J
oppreciation of the automotor vehicle, which we gladly acknowledge ;
but careful and well-thought-out designs of new machines are
hardly to be obtained by such inducements as prizes of £10 or £20.
A well-known coachbuilder so clearly recogni-ed this that not long
ago he offered, through the Automotor, £100 for a suitable
design. Kven allowing, &>r the moment, that out of the callow
minds of apprentices and improvers a fairly good design can be
evolved, is it yet to be expected that such young men can produce
the design of a wholly new type of vehicle, propelled in a wholly
different way, and involving mechanical knowledge, or rather a
knowledge of engineering principles and mechanics, that a loco-
motive engineer has to have, but which no coachbuilder, so far as we
are aware, either has or pretends t> have ? The competition, in so
far as it related to motor-veh'cles, was dist'n tly premature. What,
too, we may ask, were the qualifications (we speak as an engineer) of
those who would decide on these desians ? The question of merit iu
the design of a m >tor-vehicle cm only be answered by those who
have a pretty extensive knowledge of aut'>mobili<in. An ordinary
cart or carriage is not a self-moving vehicle, even when running
down hill ; and while we should unhesitatingly defer to the opinion
of a coachbuilder on coaches, we should not accept it ns necessarily
possessing any value as regards automobile vehicles. We are afraid,
however, that London lives in the same benighted ignorance as do fo
many of the LonJon piper.) on things relating to automobilism,
whether this relates to aeronautics, submarine bo .ts, torpjdoes, or
a'.'tomobile vehicles. We have occasion elsewhere to draw attention
to this lamentable display of want of common knowledge on the
part of the lay Press. Referring to the latter part of the quotation
from our contemporary, it will be seen that London imagines t'.mt
the Coachmakers' Company is again offering prizes for designs for
motor-vehicles London rejoices that this will bring corufor: to
those who "feel keenly," &c. Wo are sorry tj disippoint any
respectable person who *' feels keenly," as dies our contemporary,
thai the motor-carriage is not yet a convenient mole of transit, but
truth compels us to say that our contemporary is misinformed. The
Coachmakers' Company officially inform us that they " are not
offering any prizes for motor-car designs in the coming yeir (1898),"
ai we pointed out some months back; and we think wisely, to >, for
reasons we have stated. It will thus be seen that the whole bottom
is knocked out of our contemporary's article entitled " A Chance for
the Motor-Car."
MUNICIPALITIES AND AUTOMOBILISM.
Wb are glad to observe an increasing interest taken by municipal
bodies in automobilism. It is at length very generally recognised
that by the adoption of automobile vehicles a great saving in the
rates can be effected. Indeed, so heavy are these in many districts
that any increase is out of the question. One of the heaviest charges
is that incurred in keeping the roads and streets clean, in carting
away the sweepings, &c. So long as horses are employed to the
unreasoning extent that they are, the streets in large towns can only
be maintained in a healthy state by employing a large army of
sweepers, whose business is to collect the foecal matter as fast as
it is deposited ; then comes in the question of the disposal of this.
Farmers sometimes will take it, at other times they will not have
it -as a gift j it then has to be carted or barged away. Those who
have to deal with these municipal matters know that tbii question
of street cleansing is a most costly and unsatisfactory one, If horse
traffic could be prohibited in, say, the precincts of the City of London,
the cost of keeping the streets clean would be less than one-fifth
of what it is at present. Another vexatious item of cost is the large
number of horses that a municipal body has either to maintain itself
or else through a contractor.
Automobilism offers the very best remedy for these things, and
the more advanced and enlightened municipal bodies are recognising
this. Thus Chiswick set an example which Leicester has followed,
nnd now, as will be seen from our advertising columns, Wolver-
hampton follows suit, and is anxious to obtain a motor-van. Wo
congratulate the Corporation on their foresight, and we have but
little doubt that they will find this experiment a complet* success.
From the outline specification, which, bv the »ay, is well drawn up
by the borough engineer, Mr. J. W. Braddey, C.E., it is evident that
the Corporation mean to have a first-class vehicle. Here is an
excellent opportunity for engineeis to show what they can do. This
is the germ of what will be a gigantic industry. If automotor
vehicles are emp'oyed for no other purposes but for that of scaveng ng
there will be work sufficient for a score of firms. Before leaving the
subject we would ask how it is that the Lombn County Council is
so deficient in municipal enterprise. It docs not possess a single
automobile vehicle. It is ns backward as the City Corporation.
All interested in automotors should join the Self-Propelled
Traffic Association. Prospectus and full particulars can be obtained
of Mr. Andrew VV. Barr, Secretary, No. 30, Moorgate SI rect, London,
B.C.— (Advt)
k 3
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THE Al/TOMOTOn AND HORSELESS VEHICLE ./OtmXAl. [January, isp8
ROOTS AND V ENABLES*
MECHANISM FOR
OIL-MOTORS AND
VEHICLES.
TH'8 firm have been consistently working for many years past at
the improvement of the oil-engipe, and have succeeded in greatly
increasing the mechanical efficiency and simplifying the mechanical
details of the oil-motor us'ng " he.ivy " oil and working on the
Beau do Bochas cycle. The following is a description of their latest
model, intended for road vehicles, and embodies their most recent
improvements : —
The crank-pit is enclosed and is a:r tight, and is made in two
portions bolted together, each carrying a bearing. The movement
of the piston producing suction and compression within the crank-
pit is utilised to deliver air (suction and delivery valves being fitted
for this purpose) to a chamber bolted or screwed to the side of the
crunk-pit. This chamber forms the air-pressure reservoir, so that
the pressure in the delivery pipe shall be equable and steady. The
delivery pipe conveys tlie air to the end of the oil-feeder, and the
groove cut in the oil-feed spindle to supply the burner delivers its
oil to the blast of air. The oil is conveyed, together with the air, in
Flo. 1.
a pire which, after passing once round the vaporiser, reaches the
ignition tube. The counter-shaft operating the exhaust valve is driven
by a chain and chain-wheels at half the speed of the crauk-shaft. This
half Bpeed shaft may convey the power of the motor ; it has fitted
between its bea:ings a governor weight in one casting connected by a
link to a sleeve within the groove on which works one arm of a lever,
the other end of which lever moves a stmill slide which, as the speed
becomes excessive slides in front of a block upon the exhaust-valve
spindle, the pin through which blojk of hardened steel operates the
oil-feed spindle lever. The end of the exhaust-valve swindle tele-
scopes within the cylindrical slide that carries the roller running on
the face of the cam which is keyed upon fie valve counter-shaft.
The vaporiser of the patentee's usual construction is surrounded by
a covi r, through a slot in the floor of which the starting burner is
placed for starting. The air for the combustion in the cylinder
passes by a pipe through the floor plat*- of the co"er, ani has a filter
of s me textile fabric or wire gauze fitted at ils end. The additional
air pipe is fed from the same filter. In a twin-cylind -t engine one
set of chain ani chain-wheels are used, and one governor and sleeve
which operates one slide for holding open the exhaust valves, and
thus stopping the feed of oil, the two cranks being placed in the one
crank-pit with a bearing between them.
Referring to the drawings, Fig. 1 is a sectional elevation of the
single cylinder motor for vehicles, &c. ; Fig. 2 is a part sectional
plan of the same j Fig. 3 is a part sectional plan of a similar but
twin-cylinder motor; Fig. 4 shows a fly-wheel of this motor with a
water-cooling coil attached.
In a motor for driving the front wheel of cycles an 1 vehicles, the
motor bearing is preferably formed by and passes through the axle
of the wheel. A steel tube is screwed or otherwise secured into the
bearing boss on the casting forming the ciank.pit of the motor;
within this, a close-bearing fit, the cran'i-shoft turns, on the outside of
this tube, on ball bearings, the vehicle or cycle driving-wheel turns.
The motor is on one side of the fly-wheel preferably placed vertically
and the fly-wheel is on the other side. On the fly-wheel side of the
shaft a chain-wheel is fixed, driving by chain a chain- wheel of double
the size fised on the shaft, at the top of the motor. The motor may
form one arm or prong of the fork, the other arm is formed of a
single-steel or double-steel tube. The top counter shaft running at
half-speed drives the valve gear. The valves may be of the ordinary
mushroom type, working in the usual manner. A rotating valve
may feed the petroleum oil or spirit. In the small cycle-motor a
fixed quantity is measured by the pocket in tbo plug and is swept
through into the cylinder by the suction. When the speed is
excessive the supply "is cut off by ceasing to turn the plug valve by
means of tho governor. On a second short spindle, parallel with the
former, is fitted a chain-wheel
which drives the pneumatic or
vehicle wheel through a chain-
wheel fixed to the hub. Upon
both spindles are fixed two
toothed wheels. The one or the
other pair of wheels is brought
into gear (o change the speed as
desired by shifting the spindle or
a sleeve upon it sideways — the
chain-wheel to permit of it being
fixed on a feather. Springs may
be filted to the chain wheel to
take the first shock of gearing.
Referring to Figs. 1, 2, and 3,
A is the cylinder, B the piston,
C the crank-shaft, D the crank-
pit chamber, 1), the air. cushion
chamber, E tho cylindi r cover,
K the cylinder jacket, Q- the
admission valve, H the exhaust
valve. II1 is the slide operating
the valve, 11s the exhaust valve
cam, 1 the cam shaft. II3 is tho
oil-feed lever having its fulcrum
ut II4. The lever, H;1, is operated
by the pin fixed on the block
titled on the spindle of the ex-
hau-t valve, II. J is the oil-feed
spindle of the patent, e's usual
construction with two grooves —
the one for supplying the cylinder
with oil, the other groove feeds
the automatic burner, as described in the Specification No. 14.756
of 1890. The shaft, I, is driven at half speed by means of tho two
chain-wheels, I1 I2, it operates the valve, if, and the oil-feeder, J, by
means of the cam, H1. K is the governor weight, pivoted by means
of a pin through the shaft, so that a degree of oscillation upon its
pin is permitted. K1 is the link connecting K to the sleeve K2.
The sleeve, K2, operates the fori ed lever. !£•>. The lever, Ks, slides
the sliding piece, K', in the guide, K\ and places it behind tho
block, K6, on the ethaust valve spnile, which prevents the closing
of the exhaust valve, H. As the lever, 1IJ, is operated by means
of a pin, K', fixed on the block, K" (the end of the exhaust valve
spindle tilescopes within the roller ,-lide, II1), the prevention of the
full stroke of the valve, H, prevent t also the full stroke of the oil-
feed spindle, J, so that the grooie, J1, which normally supplies oil
to form the explosive mixture in the cylinder, no longer supplies
oil, the stroke of the spindle being too short for tha groove, J', to
enter the oil, bat nevertheless a small quantity of oil is fed to the
vaporiser sufficient to keep the vaporiser channels moist with oil
awaiting the first working stroke following the euttiug-out of the
governor. A small quantity cli igs to the spindle in its movement,
which gives the slight excess above the usual teed per stroke which is so
necessary for that worii i ng stroke following the cutout. The groove,
J-, supplies oil for the automatic burner, Z', within the vapor.ser,
'A, by menus of the pioc, ■id, the air-'il ut i>f which is supplied by
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jANtuteY, 1898 ]
TSE AUfOMOfOR AND HORSELESS VEEWLE JOURNAL.
121
the pipe, J4, in the manner set forth in
the Specification No 14,756 of 1806.
In the twin-cylinder engine shown in
plan, Fig. 3, a similar arrangement of
parts is shown as in the single-
cylinder engine in Fig. 2, one chain
and pair of chain-wheels are used to
drive the counter-shaft to which are
keyed the two cams, Hs H!. The whole
valve gear comes between the two bear-
ings of the counter-shaft, I, as in the
single-cylinder engine and the two
exhaust valves, H, are fitted to and
operate in one casting. Two burner
nozzles, Z ' Z', are fitted to play upon
the ignition tubes, Z2 Z2, witliin the
vaporiser, Z. This vaporiser (having
two separate oil-feeders) is divided into
two distinct channels, so that the air for
the cylinder, A, is always drawn through
its own half of the vaporiser, and the
same with the other cylinder. From
the entrance of the air at 2? (not
shown) to it* passage through the
valve, G, as section, Fig. 1, it is retained
in a separate channel throughout to the
air for the other cylinder. The- two
crank-pit chambers have one bearing
between them fitted to the dividing
wall, each chamber is air-tight from the
other and delivers air from the
A-W^^**
Kb
supply of the automatic
burners playing upon the two
f.nhoa 7A Z* within the
Fta :t.
tubes, Z2 Z5,
vaporiser.
Wire-gauze filters may be
applie 1 to tlie ends of the two
air inltts, Fig. 1, the a:r inlet
for the vaporiser not shown,
and O' the additional air inlet.
Referring to Fig. 4, the
motor is placed on one side of
the driving - wheel, which is
preferably the front and steer-
ing-wheel, and the fly-wheel
and driving-chain on the other.
A is the cylinder, B the piston,
C the crank-shaft, D the closed
crank-pit casing or chamber,
E the cylinder cover, F1 are
ribs cast in the usual manner
on the cylinder to cool it by
radiation, but it must be
understood the ribs are shown
as an alternative, as the water-
jacket is mare reliable.
The tubes, XX, form one
side of the usual front wheel
fork of a bicycle or tricycle,
while the cylinder and crank-
pit casing form the other side
of the fork ; the head of the
fork and the handles are not
shown. X1 is the front wheel
of the motocycle, bicycle, or
tricycle, although the motor
may be equally well applied
to the back wheel of a bicycle
or the axle of a tricycle.
The wheel I1 having twice
the teeth of the wheel Is, the
countcrjhalt, I, which operates
the valves and transmit < the
power, rotates at hall' the sjieed
of the crank-shaft. The crank,
pit, D, is in one casting, Laving
the closing p'ate, I)j, to form
K 4.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jancast, 1898.
an air-t'ceht cov< r. The crank-pin then wor«» in oil, as it does in
the horizontal motor shown in Figs. 1, 2, and 3. The crank-shaft, C,
has its bearing in the steel tube, C, which extends through the
wheel from the c.-ank to the chain-wheel, 1{. The bearing of the
c isting, D, screws over it at one end, and at the other is held by the
nuts at the foot o£ the fork. The cones of the ball-bearings of the
hub of the wheel, X^ fit over the steel tube, C
In Fig. 3 is shown the method of coolin» the jacket water. 8 is
the fly-whejl of the initor, the coil of piping, 8', snrrjunds it, the
water is pumped in at the one end of the coil and forced right
THE ELECTRICAL CAB IN LEEDS.
L.'-LLl'-HH ^
Fli*. 4.
round and out the other end into the water tank, if one be usej,
or if the coil be of huflicieut length no water tank will be necessary,
and the water can return to the jacket cooled. Sixteen claims are
made. The specification is numbered 23,601 of 1896, and is dated
August 23rd, 1807.
Another Progressive Municipality.— At Southampton recently
Mr. Alderman Lemon moved : ,: That I he Team Labour Committee be
requested to invite designs and tenders for motor-vehicles for the
collection of house refuse." He asserted that electric motors were
cheaper than horse traction. He intended to insert an advertisement
for tenders, su as to obtain information. The motion was dulv
seconded, and after the, of course, necessary amount of opposition
from those sitting on the fence, was carried. We congratulate the
good people of Southampton on the progressive spirit thus manifested,
and trust they will obtain their heart's desire in the shape of a motor
dust-cart.
One of the new electrical cabs, of the kind now running in London,
was tried in Leeds a few days since. Some time -ago the London
Electrical Cab Company (Limited) applied to tho Hackney Carriage
Committee of the Corporation for permission to run 50 of the new
vehicles in the city. Having regard to the interests of the public, as
well as the local cab proprietors, the committee decided that before
licensing any motor-cabs one should be brought to the city on trial.
This vehicle arrived on Monday night, January 3rd, and was tried on
the following day. It was a novelty to most people, and whenever it
pulled up a crowd soon gathered around it. Those who had an
opportunity of riding in it expressed their entire satisfaction, more
especially at the manner in which it can be manoeuvred amongit
other vehicular traffic. It has been built for the comparatively
smooth thoroughfares of London, and jolted a little over the rougher
pavement of Leeds. The promoters of the new conveyance state,
however, that should the Hackney Carriage Committee decide to
license any of the electrical cabs, the springs shall be arranged so
that in passing over the worst paved streets there shall be little or no
vibration. The carriage in question is built on the linei of the
brougham, and has been fully described in our columns. Provisional
arrangements have already been made for supplying electricity to such
cabs as may be licensed to ply in Leeds. The Yorkshire House-to-
House Electricity Company have agreed to supply power at the usual
rate, viz., ljrf. per unit, if sufficient cabs are licensed.
A number of gentlemen made trips in the cab, Mr. W. C. Bersey,
the engineer of the Company, acting as driver. Perhaps the severest
test the vehicle was put to was ascending the stiff gradient in
Cookridge Street, which was managed with the greatest ea-«e. Those
more particularly concerned in the trial took lunch together in the
Queen's Hotel, Mr. Leonard W. Holmes (Messrs. J. H. Holmes and
Co., electrical engineers, Newcastle), presiding. Amongst those
present were Councillor Bettison (chairman of the Hackney Carriage
Committee), Mr. J. W. Addyman, Mr. Bersey, and Mr. Carney
(Hackney Carriage Inspector). Councillor Bettison gave "Success
to the electrical cab." He said that he had ridden m the vehicle,
and felt sure that it would prove a success. The manner in which it
threaded its way through the traffic was quite surprising. He was
satisfied that the people of Leeds would appreciate the action of his
committee in doing something to secure electrical cabs for the city.
He could not say that a large number of licenses would be granted
to motor-cabs at present, but the committee did not intend to stand
in the way of the enterprise. Of late there had been considerable
agitation with regard to hackney carriages in Leeds. He thought,
however, that when local cab proprietors saw that the new vehicles
were being well patronised, they would change their opinion with
regard to them. One of the oldest cab proprietors in the city, after
examining the new cab, had advised him to endeavour to persuade
his committee to license a dozen electrical cabs straight away. In
conclusion, Mr. Bettison said he was certain his committee would
consider any application that might be made for licenses.
The Amenities of the Oyoling' Ptosb.— Punch has often told
us what a " cycling cad " is, and has often, too, reflected the wild joys
of the "scorcher" in terrifying ifnotinjuringthe harmless pedestrian.
It would seem, however, that in the motor-car the " scorcher " has
found a Nemesis which was not altogether expected, and the cycling
I'ress is indignant because the scorcher is scorched at times. This
is the refined way in which cycling journalism, as exemplified by the
Cyclers' A'etos, pours out its vials of wrath : — " A Motor-car Hog. —
A new form of danger is threatened to road riders, and that is
reckless riders of motor-cars. A couple of London cracks relate how
they met a motor-car road hog along the Brighton road at Christmas,
and who all but ran them down in a narrow part of the road near
Crawley. In the two cracks, however, tho hog had someone to
reckon with ; and, keeping behind the car, the two riders made the
driver pull up and apologise when he arrived into the village of
Ciawlcy. Had one or the other actually been run down and hurt,
it might have fared a good deal worse still with that driver." We
can only say that it is difficult to judge which is the greater offender,
the driver of the motor-vehicle or the scribe. The former may be
sal', ly left to the police, but as for the latter — but there, we have
often remarked that good manners are not taught in Board Schools.
Ha hirdetok irjak kcrunk a "The Automotob and Houseless
Vehicle Jovbnal" gondolni.
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THE AUWMOTOB AND HORSELESS VEHICLE JOURNAL.
123
DOINGS OF PUBLIC COMPANIES.
At the annual meeting of Campbells, Limited (Glasgow), on the
30th ult., the report, recommending a dividend of 10 per cent., was
adopted. In answer to a shareholder, the chairman (Mr. A. I.
Fortescue, of Kingcausie) slid the directors were closely following
the development of motor-cars, and were determined to keep abreast
in the matter.
At the annual meeting of the Girling Cycle and Motor-Car Com-
pany (Brighton) last month, it was resolved to pay a dividend of
3 per cant, for the past year on the ordinary shares. The directors
explain the small dividend by stating it is owing to a wet and windy
spring, ridiculous articles in the daily Press, and the large amount
paid for duties, legal expenses, &c, owing to the reformation of the
present Compjtny.
London Electric Omnibus Company.
The Rbu'lt op Eighteen Months' Work— A Committee: op
Conscitation Appointed.
The ordinary general meeting of shareholders of the London
Electric Omnibus Company was held on the 31st ult., Major S. Flood
Page (Chairman of the Company) presiding.
The Chaikman said: — I am very glad that the time has come at
last when it is my duty to discuss with you the affairs of this
Company. We have postponed the meeting as long as we possibly
could, even to the limit of the legal date, because we had hoped
that when we met we should be able to tell you that we had
succeeded in making an alliance with a company for the building
of the omnibuses, and with another company for the manufacture
of the accumulators. I am glad to be able to say, with reference
to the Syndicate called tbe Electric Street-Car Manufacturing
Syndicate, that that Syndicate has now come into existence,
and that I hare been summoned to a meeting of the Board
down in Wolverhampton on Wednesday next, for the purpose
of allotting the shares which hare been applied for. Now, you
are aware that we hare been under great difficulties owing
to our not having proper premises. It states in the report that, the
amount of capital at the disposal of the directors not being sufficient
to enable them to commit the Company to the expenditure necessary
either for the purchase or lease of suitable premises, they have had
to contract for the several portions of the omnibuses with various
firms in different parts of the kingdom, the engineer then putting
the parts together in London under great difficulties. We came to
the conclusion, very shortly after we set to work to build the first
omnibus, tbat it was a most difficult matter to contract for the
manufacture of the various parts and put them together in London.
This was instance! in the contracts require! for the manufacture of
the motors. We could not get any of the different contractors in
the varices parts of the country to agree to anything like a penal
clause. We made a contract for the delivery of motors at the en 1
of four months, and, not getting them, we were compelled to cancel
the contract and start again. We, therefore, came to the conclusion
that it was absolutely necessary to make some other arrange.
ments. At the statutory meeting I said that we werj not going to
launch into factories, as we had not money enough. I also told
you tbat this was a pioneer Company, and that wo must of
necessity more slowly. No doubt wo arj all disappointed th it.
more progress bas not be.*n made. At the commencement we all
believed that we should be able to make more rapid progress than
we hare been able to do ; and yet real progress bas been mido. The
first step is the solring of the manufacturing question, which has
been the most difficult thing to contend with. As you will see by
the report, the directors during several months hare been negotiating
for and assisting in the formation of the Electric Street-Car Manu-
facturing Syndicate, which was registered on the 3rd of this month,
and a contract has been made between this Company nnd the
Syndicate, in which, anong other things that hare been g>ing on, it
was proposed that I should accept a seat on the boird of the
Syndicate, and Mr. Thomas Parker, of Wolverhampton, should
accept a seat on the board of this Company. The appointment of
Mr. Parker to this board will materially strengthen it, as that
gentleman has had a large experience of the manufacture of electric
appliances. Now, how do we stand? We are the only Company in
England — I ain not quite sure whether we ore not the only Comp.inr
in Europe — that has got electric omnibuses to run along the streets
without rails. We hare at this present moment one omnibus which
holds 26 passengers, and we hare a report from our engineer, Mr.
Badclifle Ward, in which ho tells us that it must be noted that the
technical difficulties in successfully produoing and working such a
rehicle are far greater than those for small vehicles carrying a fow
passengers. Nevertheless, this car is under the most perfect control,
and can turn in a small space, and steers with perfect ease in tbe
most crowded traffic.
Then we have another 10-passenger omnibus, which was licensed
by the police yesterday, and I may say that the 26-passenger
omnibus will certainly be licensed in the present or next week. In
addition to that, we hare partly built another 2f>-passenger omnibus
at Shrewsbury, and arrangements have been made with the Electric
Street-Car Manufacturing Syndicate for the building of another
omnibus for this Company. In the course of a very short time
I hope we shall, at any rate, have one 26, one 10, and one
16 passenger omnibus running about the streets of London, in order
to show what can be done in electrical tra 'tion in omnibuses. I am
sorry Mr. Spagnoletti is not able to be present at our meeting ; but
he has written to me a letter with reference to the Sola accumulator,
which he says is the best accumulator in the world. What I
maintain is that in this Sola accumulator we hare an accumulator
admirably adapted for our purpose, and one which will gire us an
enormous advantage when we come to have it regularly at work in
the streets. It has never failed, and, of course, you know something
about the value of accumulators. I was in hopes of getting orer the
manufacture of the accumulator, but certain claims hare been made.
I have no hesitation in saying that when these claims can be
adjusted — they ought to bo adjusted — we shall be able to show we
have got a valuable property in that accumulator. We hare heard a
good deal about this being a very big Company, but it is a rery
small Company. It nerer could be in a position seriously to
compete with the London General Omnibus Company, we haring
only a capital of £50,000. (A Voice: "It ought to be £150,000")
Of that £50,000, £43,756 has been callod, of which £20,000 was paid
to the reudor. Now as to the future. We slate in the report that
all that is required is that the shareholders should work together,
that a coinparatirely small amount of money should be provided for
the immediate purposes of the business, and that there should be
some alteration in the details of the Company. There is no reason
for panic, least of all for winding up the Compiny, as has been
suggested If the rendor and his associates had paid the money
due on their partly-paid shares the Company would have had ample
funds for immediate requirements. Wo also want to carry the
shareholders with us. Wo beliere that if wo oct in unity the
foundation has been laid for a real good business ; but I am quit?
sure that if we act in discord somebody else will inherit the work
we have been doing during the last 18 month* It is for you to
determine whether you choose to keep it in your hands or to leuve
someone else to reap the benefit. We would suggest that you
appoint a committee to consult with the board on the position and
requirements of the Company, and if you agree to tbat I have very
little doubt that we shall be able to put this concern in a stronger
position, and one that will give great promise for permanent success.
1 beg to more: — "That the report and accounts for the period
extending from the registration of the Company on May 18th, 1896,
to November 30th, 1897, b3 and are hereby received and adopted."
Mr. IIknby Fox seconded the motion.
Mr. CtrBTii'3 was proceeding to refer to foe prospects of the
Company when be was interrupted by the Chairman, who said that
as legal proceedings were pending with reference to the prospectus,
he was advisod by the solicitors that such a matter could not be
discussed. Mr. Curtius, continuing, said that in that case there was
no use making any comments at all. He proceeded to sav, however,
that in 18S8 a syndicate was formed for thoroughly testing Mr.
Badcliffe Ward's system of electric traction, and that, after years of
successful investigation and experimental work, it had been decided
to form a company, with adequtte working capital, to introduce the
system into London and elsewhere. That appeared in the prospectus,
he said, and he asked how far had they gone in that direction ? If h
would also ask why the directors dared to g > to allotment on the
capital they did ?
Mr. CoNDicr al o complainel of the directors proceeding to allot-
ment on so small a capital, and cxpre sed the opinion that it was not
the business of this Company to manufacture accumulators. He
also objected to Mr. Parker being on the board of this Company
when he was associated to directly with a business which he held
was antagonistic t> their own. lie suggested that the omnibuses
which had ben gpjkcn of by fie Chairman s'.i :uld be at on :e put
1,
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Javcaxy, 1898.
npon the streets of London, say from Victoria Station to Piccadilly
Circus, the fare to be 6rf. per journey. He also thought that seme
time should be given to those in arrear of calls, permitting them to
pay up in monthly instalments. If they did not avail themselves of
that privilege the shares might then be offered to the remaining
shareholders. (Applause.)
After some further discussion, the Chairman, in reply, said with
reference to the question of whether the shareholders who had not
paid up their calls should be sued, that wan a matter whicli the
committee, which it was proposed to appoint, would decide upon.
No cash of the Company had been paid into the new Company to
make the Sola accumulator ; it was simply a transfer of so many
fully-paid shares. With regard to Mr. Parker's appointment on the
board, he might say fiat on any question in which a director was
personally interested he refrained from voting.
The resolution was then put to the meeting and agreed to.
The Chairman said he had now to move that the following
shareholders be appointed to consult with the directors on the
position and requirements of the Company, namely, Colonel Turnbull,
Mr. Hayden, Mr. Sorymgeour, and Mr. Condict, and that these
gentlemen, along with the board, be requested to report to the
shareholders at a special meeting 10 be convened within sixty days.
This resolution was unanimously agreed to, Mossrs. Percy Mason
and Co. were reappointed auditors, and a vote of thanks to the
chairman, on the motion of Mr. Condict, brought the proceedings to
a close.
Britannia Motor-Carriage Company.
The second ordinary general meeting of the Britannia Motor-
Carriage Company (Limited) was held on December 15th last, at the
Britannia Motor Mills, Woodstock Road, W., under the presidency
of the Hon. J. H. H. Berkeley (the chairman of the Company).
The Chairmax, in moving the adoption of the report and accounts,
said that under ordinary circumstances he should at once go through
every item in the accounts and explain them ; but the shareholders
would see that the auditors had appended to the accounts what was
called a qualified certificate, and he thought it best to commen e by
referring to their report of the 6th inst., which was alluded to in their
certificate. He and his colleagues and the solicitor to the Company
were of opinion that the auditors had in their report taken an entirely
erroneous view of their functions and duties, and in several of the
statements which they had made they had gone entirely beyond their
province. In support of this opinion he quoted the opinions
expressed by Lord Justice Lindley and Lord Justice Lopes to the
effect that it was no part of an auditor's duty to give advice to either
directors or shareholders as to what they ought to do, and
that his business was to ascertain and state the true financial
position of the Company at the time of the audit. Again, an
auditor was not bound to be a detective, or to approach his work
with suspicion or with a foregone conclusion that there was some-
thing wrong. The chairman proceeded to read the report of the
auditors (Messrs. Carnaby, Harrower, Barham, and Co.), in which
they pointed out that while the balance-sheet was a correct abstract
of the accounts as appearing in the Company's books, its accuracy,
as disclosing the true position of the Company at September 8'ith,
18D7, was in their opinion subject to the clearing up of various
matters. These had reference to the sale of patents, the absenco of
various vouchers and documents, and several other matters of which
the chairman gare categorical explanations. He remarked that for
every payment mnde by the Company there was originally in the
office a receipt, but at the present moment several of those receipts
were missing. It was not possible for him to tell the shareholders
who had abstracted them from the office of the Company, but thev
had been wilfully abstracted, possibly for the purpose of injuring
the Company. He believed the sbareholJers would concur
with the directors in thinking that if the auditors had approached
their work free from suspicion, and without having apparently
arrived at a foregone conclusion that there was something wrong,
they would have believed the representations made to them bv
the directors, in whom tho shareholders had hitherto placed their
confidence. Pr-ictically every entry in the books of the Company
had been made by the auditors, and the accounts now submitted
were made up and prepared by fiein, so that they should have ho.il
no doubt as to the acciir.icy of the balance sheet. Perhaps the
shareholders would agree with him in thinking that it would have
been bet'er for the auditors to have confined themselves strictly to
their own duties, instead of apparently desiring to arrogate to them-
teltes the duties appertaining to directors and solicitors. Tl|e
chairman then referred to the accounts in detail, and pointed out
that the profit and loss account showed a considerable excess of
expenditure over income. At the date when the accounts were
closed the Company had not reached a paint when it was in a
position to complete the delivery of motor-carriages, consequently
while the expenditure was necessarily heavy during the period
covered by the accounts, there was practically no income. Shortly
after the Company went to allotment negotiations were entered into
for the sale of the British patents and colonial rights, and the
outcome of these negotiations was that they sold the British patents
and colonial rights to the British Motor Syndicate for £16,OjO, but
they obtained, as part of the contract of sale, a perpetual free license
to manufacture, sell, and use the Britannia Motor in Great Britain,
Ireland, and the colonies. As part of the contract they had also placed
with them orders from the British Motor Syndicate to supply them
with motor-carriages to the extent of £10,000 per annum for three
years, on which they were entitled to charge 85 per cent over the actual
cost price of the motor-carriages. They did not at first propo-e to
manufacture themselves, but intended to get the motors and carriages
built for them. They, however, found this most difficult ; indeed,
it was almost impracticable at the time, and at last they were
compelled to face the fact that if they wore to get the motors made
satisfactorily they should have at first to make them themselves.
They endeavoured to get suitable premises for their purposes in or near
London on lease, but although the managing directors and the engineer
visited dozens of places, they could not get one on lease, and as the
premises in which they were now assembled were offered to them,
they secured them on terms which were most advantageous to the
Company. They were most commodious and most suitable premises,
and they were now well fitted with machinery, tools, and necessary
appliances. Only those who hud been continually at the business,
as the directors had been, could form any idea of the immen-e
difficulties which had had to be overcome in starting an. entirely
new industry, in equipping the works, in getting ready the various
patterns and designs, and in making the tools. Everything had been
done there excepting the bodies of the carriages and the tyres. These
tyres had been the cause of much trouble and anxiety to the
directors, and he was not sure that they had got the most suitable
ones for their purpose. Some motor-carriages were finished, and
others would be completed shortly. Practically, their greatest diffi-
culties had been overcome. But it was no use disguising from the
shareholders the fact that the Company hud not too much working
capital left ; and, although they might go on satisfactorily, it would,
in tho opinion of the directors, be advisable for the Company to
be strengthened in some way. Consequently, they had had for some
time under their consiil oration in what way this could be best done.
At the meeting held on November 5th he informed the shareholders
that there were pending, and were almost completed, negotiations
for a deal by whicli he believed members would be very considerably
benefitted. He was not able then to give particulars of the proposed
deal, but he had sincerely hoped that lie should have been able
that day to say it had been completed. The shareholder had to
thank those persons who, while pretending they had been animated
by a virtuous desire to protect the interests of members, had, since
the last meeting, been using the most persistent endeavours to throw
di»credit on the Company and all connected with it, that the deal had
not yet been completed. It was hardly to be wondered at that
those who were negotiating with the directors had not shown too
much anxiety to complete. Draft agreements, however, hud been
exchanged ; they had had several meetings, and there was at present
only one point on which they were not in accord, and that, he
believed, could be got over. Shortly, the proposals were as follows : —
(1) That the Britannia Motor-Carriage Company should sell the
whole of its undertaking and assets to another company ; (2) that
holders of shares on which 15*. had been paid should receive for
the shares they at present held 2». 6rf. in cash per share, and one
share credited with 17*. 6d. paid up in a company to be called the
Br.tmnia Electric Motor-Cab and Omnibus Company (Limited),
with a nominal capital of £120,000, and a working capital of £30,000
for each share at present held ; (3) that holders of fully paid-up
shares should receive 2s. 6rf. cash per share, and one share in the
company already referred to for every share at present held.
The proposed arrangements appeared to the directors to be to
the advantage of every member. Praclically, they amounted to
ttiis : t at, if the agreements were completed, members who had
subscribed for their shares would get a cash bonus of 16J
per cent, on the amount they had paid up within some 15
months of the original allotment of the Britannia Motor-
Carriage Company, and get credit for another 16J per cent., while
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JANUARY, 1898.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
12;
they would obtain exactly the same holding in the new Company as
they had at present in the Britannia Motor-Carriage Company, but
their present liability of 5*. per share would be reduced to 2s. 6d.
per share. The holders of fully-paid shares would get a bonus of
12J per cent, on the nominal value of their scrip, retaining an
interest equal to their former holding in tho new Company. It
rested entirely with the shareholders whether the directors should go
on as they were at present, or whether they should endeavour to get
some such scheme curried through. Of course, they could not come
to a definite decision that day, but if there appeared a desire among
the shareholders that the scheme should bo carried through, then
the directors would in due course summon an extraordinary general
meeting, and submit formal resolutions to give effect to it.
Mr. Ubyawt seconded the motion.
The Atjoitob (Mr. Carnaby Harrower) said that when his 8rm
took up the audit they had to complete the postings in the books and
to hunt about for vouchers, &c. The chairman had admitted that
there was considerable confusion when they took the matter up, and
in his (the auditor's) opinion his firm had only dono their duty to
the shareholders.
Mr. Tibbbtts moved, a* an amendment, that the accounts be
received but not adopted, in orler to give the auditors an oppor-
tunity of investigating certain matters which, he said, had not been
altogether answered to their satisfaction.
Mr. Simpson seconded tie amendment.
The Chairman remarked that Mr. Tibbetts had only the previous
week had five fully-paid shares transferred from the name of another
member of the Company into his own name.
Mr. Tibbbtts said he hod had the shares transferred into his name
for the specific purpose of attending that meeting, in order to repre-
sent several shareholders.
After some discussion the amendment was rejected, and the report
and accounts were adopted, with eight dissentients.
Messrs. Carnaby, Harrower, Barham, and Co. (the present
auditors) were proposed for reelection, but an amendment in
favour of the appointment of Messrs. Hardy, Hislop, Cleveland,
and Channon was carried.
A vote of thanks to the chairman closed the proceedings.
In reference to the appointment of Messrs. Hardy, Hislop, and Co.
at the above meeting, a letter from that firm appears in the current
number of The Accountant, in which the following passages
occur : —
" In the first place, our names were proposed at the meeting
without any referenco whatever to us on the subject, tho first
intimation we received of our appointment being through the
medium of the financial papors, sorer J of which contained a full
report of tho meeting.
"Secondly, we have not up to the present received any official
notification of our appointment, and when we do we have yet to
decide whether or not we shall act.
" Supposing, however, that we should aceopt the appointment, the
shareholders may rest assured that tho whole of their interests will
be as strictly and as conscientiously looked after as they have been
by the late auditors."
Great Horseless Carriage Company.
An extraordinary general meeting of the shareholders of this Com-
pany was held on December 22nd last, at the Motor Mills, Coventry,
Mr. H. J. Lawson presiding, for the purpose of considering the
resolution for the reconstruction of the Company, full particulars
of which scheme we publish hereunder.
The Chairman thought it would be a waste of time to talk about
the success of the motor-car and the future of the motor traffic. He
believed the present stite of public opinion was very different to
what it was 12 months ago ; the power of motors, their speed, and
the economy with which they worked were generally acknowledged
At the same time he would call their attention to two or three things
which placed that matter beyond controversy. The traffic of our
streets was slower aud more expensive than it might be. and he could
prove that to the satisfaction of anyone who disputed it. He could
take them from that spot to any given spot within 20 miles quicker
than a railway train could. If they wished to go from'om* placo to
another they bad to walk to the railway station and when they
arrived at their destination they had to waik or take a cab to their
houses. "With a motor-car they could go from door to door.
Objections to motor-cars had been raised, and such questions had
been asked as " Will it do for all sorts of roads ? " " Will it no
any distance and any length of time ? " There was a oar in that
build ng which had been the longest journey possible in this country.
It had been driven from Land's End to John o' Groats and back,
a distance of 2,000 miles. It acted perfectly aud kept time. Every
pirt of it was made in tho-e works and tho Daimler Company's
work*. Motors bad also climbed hills, and a car built in these
premises had been driven up the Malvorn Hills. He had received
a letter from a Mr. Stirling, in Scotland, giving a long list of
journeys made by motor-cars for passenger traffic. They had cars
to carry eight people, which were built there One of the greatest
complaints against the board of that Company wqs with respect to
tho enormous amount of money being spent on perfecting the electric
cab. But the £10,000 or £12,000 they had spent on the electric cab
had produced tho London electric cab.
It was the first time in the history of the world that these cabs
bad been put upon the streets to take traffic, nhich these cabs had
done, to the satisfaction of everyone. They had the sole right to
build these cabs, and they had received orders for 75 London
electric cabs from a company a week or two 850. All the cabs the
Company wmtcd were supplied from thess works, or else they had
to consent to the order being given elsew ierc. Fifty cabs were
being built under their patents aud license by another firm, bec.vuse
they were not ready to do that work. (A Voice : " Then you ought
to have been.") He had received letters from people who were
using their vans in London, and all of them were satisfied. They
started six months behind the Daimler Company, and as it was only
13 months since they started, the shareholders could hardly oxoect
much more. They had now more orders than they could turn out,
and the Daimler Company was booked up for all next year. They
hai 260 cars in hand. Time would also be wasted in talking about
the value of their licenses and patents, and the monopoly it gave
them. (Hear, hear.) The monopoly was theirs. (Hear, hear.) It
would be time to talk about that when competition was severe. At
the present time no one else was turning out motor-cars every week.
There were one or two solitary makers who had succeeded in making
eabs, but they would be pleased to run their cabs against any other
ma'ce in fie world. Having plenty of money and plenty of work
the shareholders might say, What was tiie use of a scheme and a
reconstruction ? He would refer thorn to the two circulars — one
from the directors and the other from the shareholders' committee.
The one from the directors stated that they could do no more than
they had done.
They had had a great deal of opposition, a great deal of mismanage-
ment, to complain about, and a great deal to fight against that they
ought not to have had. Instead of going over that, which would
do no good to their shares or to the Company, he would turn at oneo
to the committee's scheme. Since the committee had been sitting,
clearing up the obstacles which he had to fight against, they had
had a new manager, and they had been turning out and selling cars
as hard as they could. Notwithstanding the enormous expense they
had been earning a profit. Before the committee sat, their expenses
amounted to nearly £1,000 a week, and tho results were most
unsatisfactory. The board consisted of men who knew nothing
about the motor-car business, and some of the directors held tho
view that every Hoor of these works ought to be fitted with
machinery, and started on full power making motor-cars. Against
' that view ho aud two other gentlemen were opposed, because they
i knew that their capital— the £10,000 they hal in the b ink —would
have to be spent. By his determination that money had been saved.
j They wanted_to make one pattern of inotjr which would suit the
, million and come within reach of their pockets, one which would not
i cost £300or £ tOO.but which would be simple to repair if anything went
I wrong. They were having built a suitable thing to sell to t ic crowd
in quantities at about half the price that ttie motorcar of to-day costs.
Since the committee had been sitting they had actually been making
a smill profit, iheir expenses were reduced to about £250 a week,
' and their works were built and ready to r.-ceive heavy machinery.
When the premises were fitted with machinery they would be able
I to turn out two or three dozen cars a week. The Daimler Company
I were turning out more cars than any other company in Europe.
Their great object was to make their own motors, which were n pw
supplied them by the Daimler Company. They should be obliged to
be good customers to the Daimler Company, because that Company
had all their wheels aud frames, &e., from the Great Horseless
Carrage Company. The shareholder who had a £10 share in the
Gnat Horseless Carriage Company got four preference shares in the
British Motor Syndicate, the parent Company, which owned a 1 toe
patents— with the possibility of having to pay in the course of time
:iv. Thcv would have (o p.iv (17, a share down, and the further sum
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[January, 1838.
■when they were called up. Wliy *as it ?n the interests of the British
Motor Syndicate or this Company that the shareholders should have
to pay 3*. and take the four preference shares in the Syndicate ?
Speaking for the British Alotor Syndicate, he could assuro them
they hoped they would not take the preference shares. They would
let them off. He would take the preference shares, and pay the 3*.
This parent Company had a right to form ai many companies and
grant as many licenses as would be required. That Company had to
pay the Great Horseless Carriage Company £12,000 a your in
dividends. The British Motor Syndicate had great pressure put
upon them before they consented to give them that lor 3s. The
reason it was done was purely on moral grounds. Some of the
shareholders imagined that they had some hold on the parent Com-
pany ; they also held some interest in the patents. The Company
which would take the place of the Great Horseless Carriage Com-
pany hal the advantage of paying a dividend on a much smaller sum
than this Company would do if they went on the present lines.
They would only have to pay 6rf. immediately, and they would have
10 shares which would be much more marketable than one £1.0
shard. It would be a superior sort of an investment compared with
what they had now. It was only as an improvement that they
should consider it, because they could go on on the present lines and
with £10,000 in the bank, only they would not have such a good
investment, and it would be much longer before they would get a
realisable security. With regard to the money spent on experiment-
ing, he did not think it had been wasted, as it had taught them a
great deal. He hoped the shareholders would remember that they
were ape iking to their customers as well as to the public, and he
hoped they would not foul their own nest and d > harm to their own
shares ani the Company.
Mr. Mack proposed the following resolutions : —
" (1) That it is desirable to reorganise the affairs of the Company,
and, accordingly, that this Company be wound up voluntarily, and
that John Baker, of Chiswell House, Finsbury Pavement, chartered
accountant, be, and he is hereby, appointed liquidator for the
purpose of such winding up. (2) That the draft agreement marked
' A ' submitted to this meeting be, and the same is hereby, approved,
and that the liquidator be, and he is hereby, authorised, pursuant to
Section 161 of the Companies Act, 1862, as modified by Article 131
of the Company's articles of association, to enter into an agreement
with the British Motor Syndicate (Limited), in the terms of the said
dralt, and to carry the siuie into effect, with full power, nevertheless,
to agree to any modification or alteration of the terms thereof as he
shall think expedient either before or after the execution thereof.
(3) That the draft agreement marked 'B' submitted to this meeting
be, and the same is hereby, approved, and that the liquidator be, and
he is hereby, authorised, pursuant to Articles 130 and 131 of the
Company's articles of association, and of every other power enabling
him in that behalf, to enter into an agreement with a Company
intended to be formed, and to be called the Motor Manufacturing
Company (Limited), or by such other name as may be resolved upon
in the terms of the said draft, and to carry the same into effect, with
full power, nevertheless, to agree to any mo iific ition or alteration of
the terms thereof as he shall think expedient either before or after
tho execution thereof."
Mr. Hoffman, as a member of the shareholders' committee, who
had taken a great deal of trouble in the mutter, seconded the
resolution. He explained that the committee wa3 formed one day in
town at lunch. They decided to send out anonymous c'rculars.
They were tired of litigation. To that circular they had 1,600 replies,
which showed that most of the shareholders were tired of litigation.
All the large shareholders in London were written to, and out of
them a certain number decided to join the committee. Amongst
those written to were Mr. William Whitelcy, the universal provider,
and he subscribed £10,000 in this Company, and Mr. Wagner, who
put £75,000 in sovereigns into the Company. He was sure that a
better scheme could not have been evolved. The first scheme which
was submitted was that a new Company should be formed — the
Foreign and Colonial Company — that they should supply money to
that Company, and that eventually they should be shareholders.
That meant simply printing paper and putting their money in.
That scheme was rejected, and then it was proposed they should
amalgamate with the Motor Syndicate. It then took another couise
and became the present scheme. Tho objection the committee l<a i
mostly heard to the present schemo was that the Great Horseless
Carriage Company had to hand over money to the British Motor.
(Hear, hear.) He quite admitted the force of that objection, but
shareholders must not forget that they were becoming part and
parcel of that Company. Ho asked one of his co-members of the
committee that morning whether he would rather tike £12,000 a
year in the British Motor or the dividends likely to be earned
in future by the Great Horseless Company, and the reply was,
•• I think I will take £12,000 a year from the Great Horseless."
In the one case there was preference and debenture interest, and
in the other there was not. He admired the way in which Mr.
Lawson had staked his life on this industry, and was impressed
with the earnestness with which he meant to carry the business
to a success. He had a large holding of some hundreds of
i thousands pounds' worth of shares in the motor industry, and his
holding in the British Motor Syndicate was not worth a "tinker's
cus " till he had paid the new Company £12,000 per annum.
If the shareholders got nothing from the Motor Manufacturing
Company, which was to take the place of this Company, they would
not have lo*t their money. They, however, should get dividends
i:i the future from the new Company, which would start without
litigation. That was a great thing; it was impossible to carry on
business with hundreds of law suits looming over their heads. He
believed that was the reason there was not more work going on at
the present time. The committee went to Paris to examine into the
industry. They visited some eight or 10 factories, with 600 men in
one and 400 in another, making some wonderful machinery. They were
impressed with the strides that motor-cycles bad made there. They
were all about the streeis. Since April 3,000 had been sold by one
firm. When they came back they looked into the patents this Company
held, and tLey found that they had no bicycle patent at all. They
had altered that, and now they ould make motor-cycles. He advised
I 'no manufacture of small, cheap things to familiarise the eyes of tho
public with what they were doing in Par s, and the rest would follow.
By the scheme they would get for each £10 share four preference
shares, 17*. paid, in the parent Company — the Motor Syndicate — and
£1 debenture fu'ly piid in the same Syndicate. That bore 4 per
cent, interest and the preference shares 5 per cent. They also got
six shares in the new manufacturing company. He did not know
what the name of the new Company would be, but it would start
clear of litigat'ou with 50,000 sovereigns in the bank, and owning all
the plant, which he understood had cost £22,000 or £23,000. It
they only made £20,000 it would give them £15,000 a year ; £15,000
and £12,000 made £27,000. That would mean over 5 per cent, on
whatever they might put in. He believed the schemi was a very
go od one, and the shareholders ought to support it.
Mr. Babe asked for an explanation of paragraph 6 of the scheme,
which said: — "The British Motor Syndicate to take orer nil tho
liabilities and litigation of the Horseless Company and all risks
thereof, and in consideration of this and their other concessions)
re eive bick the rights conferred on the Horseless Company under
the license and also the remainder of the assets." He also wanted
te- know whether the Horseless Carriage Company were the exclusive
owners of the whole of these premises.
Mr. Van Pbaagk (solicitor) said that before he dealt with the
question he should like to make one or two remarks. There
was a great deal of litigation going on now, and perhaps they
were not aware that this litigation was being conducted, as far as
this Company was concerned, entirely by one gentleman on behalf of
a very small fraction of the shareholders, whom he had got tog»ther
for the purpose by means of circulars. Before a solicitor could get
a number of shareholders together by means of circulars he must —
looking straight in the face of what he proposed to do— put into
thoe eircula-s a number of statements calculated to draw to him the
clients he required. In this case that course was followed. Theio
were 3,000 shareholders in this Company, and it was not possible to
get 3,000 people to entirely agree upon any one thing. This gentle-
man made certain statements which were so ridiculous that he only
succeeded in getting a small fraction together. He said that the
British Motor Syndicate had not gut the patents, and he said the
patents were not va'id. Ho made a number of other statements,
and tie gentlen.en who leeeived the circu'ars did not know what to
mak j of them. In that circular he uccused everybody. He (the
speaker) would ask the shareholders to deal very c.irefully and
gingerly with any questions that might arise in their minds through
this circular, and not to condemn any man until he was found guilty.
They had heard a great deal about the directors, tut nothing had
been proved. Agreements on the formation of a company of this
kind lud to be fraT.c.l with great care. When one had thought
out every possible incident which niijiht affect the future, one dis-
covered that some bargain had been made which did not work so well
in practice as in theory. They hud to pay certain moneys, and to
receive a totally different license to that granted to them. In view
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.TANtAHt, 1808.] THE AVTOMOTOM AND &ORSELESS VESICLE JOURNAL.
12?
of that, it had been no easy task for the various solicitors to
work out in a technical and legal forai the tcheme the terms of
which the committee, supplied. Mr. Bair's question could be best
answered bv his referring to the paragraph in the scheme headed
" Present position of the Company." He would there see the terms
of the license under which they had worked precluded them from
making the lighter motor-car and the tricycle, from which possibly
they would earn most money. Under the present license they had
that power. It was originally intended that this Company should
be a carriage company, and that another company should be formed
for motor-cycles. It had taken months to arrange, and it was in
making this new bargain that the arrangements referred to became
necessary. If the one paragraph was read in conjunction with the
other, tliey would find the explanation. In answer to Mr. Barr's
second question, he replied that the whole of the premises belonged
to the Great Horseless Company. The premises were negotiated for
at the early stages of the formation of this Company, but, as they
were not prepared to buy thorn at the moment they had to be
bought, the promoters of this Company procured another Company
t> buy them in order that they might get them at the price at which
they were offered. They were transferred from that Company to
this.
Mr. Babr expressed himself as quite satisfied with the explanation,
and said he was prepared to support the resolution. He had not
taken sides with the committee hitherto because he felt that the
directors ought to have ample time to develop what was a new
industry. He had no doubt they had made blunders ; it would be
extraordinary if they had not. The committee had formulated a
scheme which he thought would tend to the prosperity of the
Company. He emphasised the remarks of the chairman that
nothing should be said to foul their nest, and he sincerely trusted
that shareholders would abstain from any kind of harsh statement.
Mr. Player also supported the resolution.
Mr. Bea (Blackpool) supported the scheme of tho shareholders.
With, regard to the board of directors, he did not know whether he
was speaking to any of the original directors or not, but, if so, he
hoped they would put more brains into tho management of the
concern than they had done previously.
Mr. HoDQBS (Leicester) asked how many directors there were now
on the board, and also how he could obtain the names of the directors.
Mr. Van Pbaaou replied that there were five directors. The
names were : — Messrs. H. J. Lawson, S. Robinson, J. H. Mace,
K. J. Pennington, and T. Lambert. The articles of association
insisted on their not being less than five. If it had been possible to
have fewer, for the purpise of saving expense they would have
done so.
Mr. Hoffman said he believed the comniiltae would be repre-
sented on the board of the new Company. He had been asked to
join, and he had not yet decided. The best plan would be for tlie
committee to go on conferring with the present board ; then, at the
statutory meeting, the shareholders could decide who they would
bave and who they would not have. It was a matter for considera-
tion whether they should bo represented on the board of the Motor
Syndioate.
Mr. FrankEnbcrgh (Manchester) said he rould not agree with
the resolution ut all. He would not say anything, but he was not
sa'isfied with the whole affair from beginning to end.
The resolution was then put to the meeting, and the chairman
declared it carried unanimously.
Mr. Van Praaoh said he thought it was desirable to have a poll in
the interests of the shareholders here, and particularly in the interests
of those who were represented by proxies. They had proxies for
over £400,000 worth of sliares in favour of the scheme. They could,
therefore, reckon how many had not sent proxies at all and how
many would vote against the scheme. Taking a poll was merely
formal, and for a purpose which they would understand at a later
date better than now.
On the motion ot Mr. Dawd (Sutton), seconded by Mr. Ramsdcn,
a vote of thanks was given to the committee for the trouble they had
taken in drawing up the new scheme.
The meeting then terminated.
Thb confirmatory meeting was held on January 7th at the Motor
Mills, Coventry. Mr. H. J. Lawion again presided, nnd Mr. J. H.
Mate and Mr. T. Bobinton (directors) and about 20 shareholders
were present. The pi occcdings, which were mainly occupied by the
reading of legal agreements, were purely formal, and the resolutions,
on being put to the meeting, were carrier! un-uiinonsly.
Balance Sheet of thb Gbbat Horsblbss Carriage Company
(Limited), 30th November, 1897.
Capital and Liabilitiet.
Registered Capital —
75,000 shares of £10 each . .
Capital subscribed and allotted —
61,408 shares oF £10 each . .
Less calls in arrear
£ t. d.
750,000 0 0
d.
614,080 0
18,037 O
Sundry creditors. . . . . . . .
The British Motor Syndicate (Limited) —
Balance of purchase money, plus balance of current
605,143 0 0
2,574 O 8
account
7,350 15 10
£605,067 16 6
3
6
Aueli and Expenditure.
£ >. d.
Sundry debtors 812 0 8
Cash in hand and at bank . . . . . . . . 41,474 3
Leases, licenses, patents, patent rights, Ac. . . . . 503,143 7
Machinery, plant, tools, patterns, drawings, fittings,
fixtures, 4c, including salaries, labour, and other
direct expenses . . . . . . . . . . 17,317 0
Motor-cars, motors, parts, materials, 4c. —
Production and experimenting expenditure, in-
cluding salaries, labour, and other direct expenses
(less sundry credits) 27,608 10
General expenditure-
General staff, establishment and incidental charges
(including directors' fees to November 30th,
1896), less bank interest, 4c 5,526 11
Leasehold property —
Manager's house, Coventry . . . . . . . . 500 0
Preliminary expenses — stamp duty, 4c. . . . . 8,685 5
£605,067 16 6
Alfred Burgess, Secretary.
We hereby certify, after having examined the books, accounts, and
vouchers in relation thereto, that to the best of our knowledge and
belief the foregoing statement is correct.
WHITBHILL AND WHITBHILt,
Chartered Accountant*.
December 11th, 1897.
TnE REORGANISATION PROPOSALS.
Details of the scheme are contained in t'le following circulir,
issued to the shareholders on 11th ult. : —
Lombard House, E.G.,
December llth, 1807.
Sir, or Madam, — The committee are now in a position to com-
municate with you fully (or as fully as a circular will allow) upon
the affairs of the above Company, and with these suggestions.
Constitution and Objeclt of the Committee.
Tou will remember that in reply to the first circular of September
loth ovi r 1,600 shareholders, or more than half of the whole number,
at on e sent in their written approval of the objects for which the
committee was formed ; those objects being : — 1. To investigate into
the general position, including the litigation now proceeding. 2. To
endeavour to obtain from' the Promoters, the British Motor Syndicate,
fair proposals for this Company's future, but to submit such pro-
posals to a general meeting for full consideration. The members of
the committee are all large shareholders ; all but two have paid
cash for their shares, and five of them werj original applicants and
allottees for cash under the prospectus in May, 1896. The committee
have held a large number of meetings, and have, by themselves, or
representatives, had numerous interviews with the directors and the
British Motor Company's representatives ; and in addition members
of the committee have been to Paris and Coventry to inquire into
the future prospects of the motor industry. The i ommitteo would
very much like to commence by recording the;r views on the pro-
L 3
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THE AUTOMOTOR AND HORSELESS VESICLE JOURNAL. U^vahy, 1808.
spectus, but in view of the scheme referred to later on in this circular,
they feel that no great benefit could arise from their giving in t(iis
circular deta Is uf the variou* points which have been thrashed out
between them and the Promoters, and that the shareholders will be
more interested in knowing what has been done for their benefit. At
the same time, the committee think it neeessiry to record their
ofiniun that the capital of the Company was much "loo large, that it
hns not been wisely expended, that the bargain made with the British
Motor Syndicate under the promoting contract has not proved to he a
good bargain for this Company, and that as matters now stand the
Great Horseless Carriage Company cannot make any progress as a
n aiufacturing company. However, there is a great deal of difference
between things that may be considered unfair and things than can
be proved to be absolutely illegal, and the committee, therefore, at
the commencement of their investigations had to look at the matti r
from the following points of view :— 1. Whether legal proceedings
to recover £840,000, the amount invested by shareholders in
this Company, would result in judgment for the shareholders.
2. Whtther, if so, there is money to pay the judgments. 3. If there
is any doubt on either point, then what would be the next best
course. Now, with regard to the second point, it appeared at the
outset that almost the whole of the money subscribed by the share-
holder has been either paid to the Promoters, and by them spent in
the purchase of patents, or spent by this Company at Coventry.
Under these circumstances, the committee, after directing their
solicitors to obtain counsel's opinion as to the first point (litigation),
took steps to ascertain the real position and prospects of the motor
industry, in order that, if good, they might try to obtain a befer
position in it.
future of the Industry.
For the purpose of inquiring into the future of the industry some
members of the committee went to Paris, where (there never having
been any Government restrictions) the industry was making progress
some time prior to the passing of the English Act last November. A
detailed description of their \isit would take up a large amount of
space, but it may shortly be stated that they went over several large
factories, each empioyine some hundreds of hands, and in most . ascs
with the order books full for many months ahead, and preparations
for large extensions to increase the output. The principal motors in
use were the Daimler, manufactured for vehicles by Messrs. Panhard-
Levassor and Peugeot and others, and the De Dion for tricycles, in
which latter a very large business is certainly being done, and a little
vehicle attachment to this tricycle to hold two people is just out and
becoming popular. It was also stated that motor traction is being
adopted by the French railways, postal service, and army. Tho
members of the committee returned quite satisfied with the progress
and future of the industry in France. A visit was then paid to
Coventry where, though the industry is in its infancy as compared to
France, still it is clear that real business has already commenced.
For example, it appears that whereas at the beginning of this year
there were no British motor-cars in existence, the Daimler vorks
are now turning out several motors weekly. The Bee.-ton Cycle
Company are turning out De Dion tricycles, and the Huuiber
Company are starting with a regular output. Further, that tho
Daimler Company are booked up fur a long period In London
electric cabs are running satisfactorily. A mail motor-van
is now undergoing loug-distancr tests by the Post Office.
In Scotland a line of motor-omnibuses at Hamilton is working
successfu.Iy, another at Blackpool, and two other lines are being
opened in Scotland, the cars for which arc now in course of con-
struction. There is at present exhibited at the Stanley Show a
number of motor-cars by our Company, but such cars include
certain inventions which, according to "our license, we have no
present right to use. We are also told that the whole of the cars
exhibited at such Show, also all those which have been successfully
run in England, and those which have been winners of the inter-
national competitions, are made under patents which, for this
country, belo..g to the British Motor Syndicate There is, of ejurse,
still a great deal of prejudice to contend with, as there was with'
railways when they started, and also with the introduction of
bicycles, but existing facts show to the committee's satisfaction that
the industry has come to stay. If motor-cars can run from Paris to
Ma.rse.lles, and Iroin John o'Hroats to Land's End, as has been done-
if. us was personally experienced by members of tho committee in
Pan,, a motor-car can go for miles in the dark, through the most
crowded streets, at nearly double the pace of the ordinary traffic
and a full motor-omnibus can go at the rate of 12 to 15 miles "an hour
to the top of Mont Valerin (which is rather longer and steeper than
the journey up Haverstock Hill to Hampstead Heath), and if all this
can be done for a fraction of the cost of horse traction then, so soon
as motor-vehicles, with all the latest improvements, are turned out in
quai t:ty from a regular pattern, to enable them to be put on the
market at reasonable prices, a motor manufacturing company should
pay.
The Present Position of this Company.
Now, how far is our Company in a position to meet the abovp
proposition? The answer is that under our present powers it is
doubtful if we could make a motor-carriage to-day that would sell.
We have no right to new patents since May, 1896, which are of vital
importance (particularly in electricity), we cannot make Daimler
motors at all, nor " De Dion " cycle motors, which, as before shown,
are the two most popular motors at the present time, nor can we
make any cycle motors whatsoever. The half interest which wo
have under our license in any royalties or sums received by the
British Motor Syndicate in respect of certain of their patents
appears to be a very unworkable arrangement, and at any rate we
have received nothing worth mentioning from this source. Further,
a great deal of our working capital has been spent, more or less, in
experimental work, and at the present time, apart from our works
and plant, we have a remaining cash working capital of about
£39,000, against which we have liabilities, including claims in the
litigation, to a near y equal amount. The bulk of our directors have
left us, and though the remaining directors contend they are now
working at a profit, practically nothing sufficient for dividend pur-
poses is being done.
Any reorganisation of the Company's affairs will, therefore,
involve two propositions : first, a new board being nominated on the
shareholders' behalf; and, secondly, provision for further working
capital.
Under these circumstances, two schemes have been considered.
The first for the entire amalgamation of interests with the British
Mo'or Syndicate, which is a Company whose policy is directed by
Mr. H. J. Lawson, and which Company claims it is in the position of
controlling the motor industry for England and the Colonies ; but it
was felt, with regard to this scheme, that the shareholders might not
approve of their assets being handed over to the control of others,
and that the second scheme would, therefore, be more popular. This
scheme is, shortly, to cut down the excessive capitalisation of the
Company ; to get ba ,-k from the promoters £114,000 of the shares
paid to them, thus reducing our share capital to £500,000; to
reorganise our Company with a proper licence and working capital,
and freedom from litigation, and further reduce its capital to
£300,000. To get from the Brit ish Motor Syndicate for the difference
between this £3Q0,000 and £500,000 a preferential claim upon the
British Motor Syndicate. The latter point was difficult to arrange,
as provision had to be made for working capital and some inducement
offered to the British Motor Syndicate to give us these preference
shares, since their ordinary shares are standing at a premium in the
market whilst ours are at 80 per cent, discount. It was finally
arranged that the £200,000 preference shares to be given us should
carry a liability of 3*. per shsre in consideration of their giving us in
addition £50,000 debentures, fully paid, out of an issue of £100,000
debentures. The scheme is as follows : —
Scheme.
1. Mr. Lawson and the Motor Syndicate to cancel and surrender
£114.080 in shares, reducing the capital of the Horseless Company
to £500,000.
2. Remaining shareholders to receive the following, subject to
their applying for the exchange in the prescribed form, which will be
forwarded to them in due course : —
£50,' 00 fully-paid debentures out of £100,000 4 per cent, mort-
gage debentures of the Motor Syndicate, repayable in
seven years, or if earlier (at Syndicate's option) with
5 per cent, bonus.
£200,000 cumulative 5 per cent, preference shares (the total issue)
of the British Motor Syndicate, with a liability of 3«.
per share.
£300,000 total issued shares of the sew Company next referred to
with a liability of 3*. per share.
£550,000
3. The said now Company (to be formed) to be called the Motor
Manufacturing Company (Limited), to carry out the objects of the
Horseless Carriage Company on the basis of a reasonable issued
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129
capital of £300,000, instead of the present excessive issued capital
of £614,0C0.
4. The new Company to have (a) the present building, 'said to
have cost £20,000 ; (b) the plant and stock j (c) an assured working
capital of £50,000 ; (d) a universal free license to manufacture under
all patents owned by the British Motor Syndicate, now or in the
future.
5. The provision of £50,000 working capital is assured in the
following manner : — £25,000 cash is to be transferred to the new
Company's bank account from the Great Horseless Company's bank
account, and £25,000 is to bo obtained out of the moneys payable to
the new Company on the shares, the balance (if any) going to the
British Motor Syndicate, in which shareholders will remember they
are entitled by the scheme to a large preferential interest.
6. The British Motor Syndicate to take over all the liabilities and
litigation of the Horseless Company, and all risks thereof, and, in
consideration of this and their other concessions, receive back the
rights conferred on the Horseless Company under the license, and
also the remainder of the assets. The litigation taken over includes
actions bv about 2 per cent, of the shareholders, claiming return of
about £30,000 and costs. These shareholders were organised by, and
are acting through, one solicitor.
7. The directors of the new Company (except two to be nominated
by the old board) to be chosen by the shareholders and committee,
and a director, to be named by us, to join the board of the
Syndicate.
Committee' t Viemi on Scheme.
It will be seen that by this scheme very considerable concessions
have been obtained from the British Motor Syndicate. These con-
cessions are : — 1. The cancellation of £114,000 in Horseless Carriage
shares. 2. The giving us £50,"00 debentures and £200,000 preference
shares, 17*. paid, of their Syndicate. 3. The universal licence.
The new Company — the Motor Manufacturing Company— will
thus start with an assured working capital, clearly defined rights,
and a clean sheet — clear of all the litigation and troubles of the
Horseless Company, these all being taken over by the British Motor
Syndicate, who intend, we understand, to take the litigation with
shareholders to the House of Lords, if necessary. However, we are
now clear of it. The committee would have been glad to avoid
asking the shareholders to take a further liability— however small
- — but this is unavoidable, and is more than met by the debentures
and preference shares whieli the scheme gives to shareholders. The
new Company can, under its new license, make Daimler motors
and Do Dion tricycles, and every other kind of motor covered
by the patents, including all future patents and improvements.
The committee would suggest that the new Company start
manufacturing an inexpensive motor-car for country use, the
machinery, parts of which would be interchangeable and easily
replaced, and also a motor-van on the same lines ; and, in the Com-
mittee's opinion, there would be a considerable amount of other
work which this Company could take in hand at once with the
addition of a small amount of special plant, but it will, of course,
be necessary in a new industry to proceed cautiously at first. Many
inquiries are now being received. Pattern vehicles (now for the first
time ready) are being inspected by buyers, and orders booked. In
considering whether or not to accept a scheme on the above lines,
the shareholders must bear in mind that the only possible alternative
— namely, litigation for the recovery of the shareholders' money —
is disposed of (first) by the fact that the money is nearly all spent;
and (secondly) by the fact that the committee have obtained the
opinions of eminent counsel, including Mr. J. Fletcher Moulton,
Q.C., M.P., which an unfavourable to the chances of success in
litigation and in favour of the scheme. Further, that any such
litigation would have to be by personal a tions by individual share-
holders, many of whom (particularly small shareholders) would uot
care to incur the loss and risk of a law suit under any circum-
stances, and many others of whom believe in, and would wish to
participate in any success which the motor industry may ut'ain.
It must, of course, be understood that the committee are not recom-
mending this scheme as the best possible investment for a person
about to invest a sum equivalent to the money he already has in the
Horseless Carriage Company, but as the best possible means they can
arrange by which a shareholder, whose money is already invested
and practically lost, may have — as the committee believe he will
have— a fair cbance of ultimately recovering the whole of it. Prac-
tically it amounts to this : That every holder of an existing £10
share in the Horseless Carriage Company will get in exchange— ^_
A 4 per cent. British Motor Syndicate
(Limited) debenture of .. ..£10 0 fully paid.
Four 5 per cent. British Mol or Syndicate
(Limited) £1 Cumulative Preference
Shares .. .. .. .. ..400 each, 17*. paid.
Six ordinary £1 Shares of the new Com-
pany, the Motor Manufacturing Com-
pany (Limited) . , . . . . ..600 each, 17*. paid.
£11 0 O
So that, for a further liability of only 8*. per share on the above
10 shares, payable by easy instalments (no payment being necessary
on application for the exchange), each £10 Horseless share will
entitle the holder to exchange for the above 10 shares in addition to
the fully-paid debenture. Or, looking at it in another way, share-
holders get, in addition to a much improved prospect of dividends on
manufacturing, nearly 2\ per cent, dividend on their money already
invested, or over 15 per cent, upon tho amount put up to save this
money, secured by a preferential claim on the motor industry, as
controlled by the British Motor Syndicate. In accordance with the
committee's promise to the shareholders, this scheme will be submitted
to a general meeting, which has been called for the 22nd inst. for the
purpose. The committee have also asked that an audited balance-
sheet shall be ready for the meeting. As the bulk of the share-
holders are scattered over the country, many of them being in
Scotland and Ireland, their views should be represented at the
meeting, and with this object the committee enclose a form of proxy,
which, if it is to be of any use, must be returned to the committee
and received by them not later than the 18th inst., and they
earnestly ask each shareholder in his or her own interests, if not in
return for the time and trouble they have given to this matter, to
make a point of strengthening their hands at such meeting, by
returning this proxy as asked without fail, and as soon as the reso-
lutions are passed and confirmed the shareholders will receive the
necessary forms for exchange of their shares as explained.
We remain, yours faithfully,
The Great Horseless Carriage Shareholders' Committee.
F. Ofpob, Secretary.
The members of the Committee are :-
M. H. Buckoa
T. C. Boom
S. Dc Brath
B. Hoffman
C. Mann
Norman Tronson
B. Wheeler
F. W. Woodhouse
J. W. Wagner .
In shares.
.. holder for cash of £2,500""
£1,000
£400
, „ £o00
„ £1,000
. . holding and representing £6,0)0
£1,300
. . holder for cash of £1,000
„ £7,500J
Also approve of the scheme.
a °
Sh £
© a
Accompanying the circular was a slip to the following effec'; : —
With regard to those shareholders in the Company who have
commenced litiga'ion, and who by so doing have individually
incurred liability for the cost* of numerous firm* of solicitors repre-
senting the 11 defendants being sued, the committee have been able
to make arrangements whereby any of such shareholders wishing to
take the benefit of the scheme referred to in this ci.cular in pre-
ference to the delays, expense, and risks of litigation, may, by
communicating to that effect to the committee before the general
meeting, be relieved of any liability as to costs, and have their
actions ended free from such liability. Further than this the
committee cannot take any responsibility in the matter.
It should be pointed out that the buU of the committee being,
like yourself, original subscribers for shares, had the same right to
bring actions as yourself if they had thought it worth while.
Mr. W. J. Hunter, the solicitor acting on behalf of the dissentient
shareholders in the Great Horseless Carriage Company (Limited),
replied to this circular by sending the following communication to
his' clients : —
24, Fixsbcby Circus, London, E C,
Decembrr 13/*, 1897.
Great Horseless Carriage Company (L unted).
Dear Sir, — I have just received a copy of the circular, dated the
llth instant, sent out by the " Shareholders' Committee," reeoni-
I, 4
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!Md AUTOMOTOR AND &ORSHLJ2S3 VMIOLE JOURNAL. [Jakpauy, 1898.
mending the adoption by the shareholders of the scheme therein
set forth.
Under this scheme, a shareholder assenting thereto would hare to
pay a sum of 80*. on every share now held by him, and would receive
in exchange — what ?
The answer is, four £1 shares and one £1 debenture of the British
Motor Syndicate, and six £1 shares of the proposed new Company,
to be called the Motor Manufacturing Company (Limited).
In view of the state of affairs disclosed by the recently-issued
balance-sheet of the British Motor Syndicate, and of the fact that
many actions are now pending against that Company, the value of its
shares and debentures would appear to be nil, and as the proposed
new Company would practically entirely depend upon the success of
the British Motor Syndicate, it is difficult to see how its shares could
have any greater value.
The result of agreeing to the scheme would, therefore, be, in my
opinion, the throwing away of good money after bad, as you would be
paying 30*. on your present shares, and receiving in exchange paper
probably of no greater market value than the shares you now hold.
The committee's views on the prospects of litigation are somewhat
curious. It will be observed they give no answer to the first
point into which they say they inquired — namely, as to whether legal
proceedings would result in judgment for the shareholders. They
merely say that it appeared that the Company had spent most of its
money, and entirely ignore the fact that the plaintiffs in the pending
actions look more to the personal liability of each of the original
directors for the satisfaction of their claims than to any remaining
assets which the Company may possess, and further these plaintiffs
are. not seeking to recover £340,000, but only about a tenth of that
amount.
The opinions of counsel referred to in a later portion of the circular
as being unfavourable to the chances of successful litigation are
obviously dependent upon the nature of the case and facts submitted
for their consideration, and I have little doubt but that if all the facts
as known to me were submitted to the same counsel, their opinions
would be different.
The threat about taking the litigation with shareholders to the
House of Lords, and the green slip inserted offering to relieve the
same shareholders from all liability as to costs if they will only be so
good as to agree to tho proposed scheme, can only serve to call to
inirul certain other circulars which you have lately received (ostensibly
from another quarter), also intended to induce jou to abandon ta'e
apparently much dreaded litigation.
1 can only advise all lny clients to pay no attention to these new
proposals, and above all to sign no proxies ; but to proceed resolutely
with the pending actions as the only practical means of recovering
their money. — Yours faithfully, William J. Hunter.
A meeting was then called of the dissentient shareholders, which
was held on December 3Cth, the following being a summarised report
of the proceedings sent out by Mr. Hunter accompanied by his letter
immediately following, dated January 3rd, 1898 : —
24, Fissbi'RY Circus,
Losdon, K.C.
Great Horseless Carriage Company (Limited) Shareholders'
Combination.
Beport of Meeting of Plaintiffs, held at Anderton's Hotel, Fleet
Street, on Thursday, December 30th, 1897.
In response to the notice convening the meeting, a representative
fathering of members attended, several coming from such distant
centres as Nottingham, Bradford, Edinburgh, and elsewhere.
The meeting being of a strictly private character and in the nature
of a conference between counsel (Mr. W. J. Disturnal), solicitor
(Mr. W. J. Hunter), and clients, or their private solicitors, no pro-
fessional reporter could be admitted, and consequently a verbatim
report of the proceedings could not be furnished, nor would it be in
the interest ot the members that such a verbatim report of many of
the statements made at the meeting should be given the publicity
necessarily inrolved in sending out this intiiimt on of what took
place.
Mr. Hunter explained that the meeting was called to consider and
decide as to what would be the best course for the members to adopt
in view of the reconstruction scheme recommended by the " Share-
holder's Committee" having been carried, and of the effect of Mr.
Samuel Green's circular and the committee's offer induciug members
lo withdraw their actions. He stated that only 10 out of the 93
members had notified him of their intention to agree to the scheme
and of their desire to withdraw from the litigation. After stating
what he had learned as to the origin and formation of the " Share-
holders' Committee," Mr. Hunter called upon Mr. Disturnal, the
counsel, who from the beginning had advised in these proceedings
and also in the actions against the British Motor Syndicate, to
address the meeting.
Mr. Disturnal then proceeded, in an exhaustive speech of over an
hour's duration, to explain the legal position of the plaintiffs in view
of the reconstruction scheme, and the grounds for believing the
actions, if continued, would succeed, and to discuss the proceedings
of the "Shareholders' Committee," the manner in which it had
conducted its investigations, the scheme recommended by it,
Mr. Lawson's statements at the general meeting ns given iu the
printed report sent to tho shareholders, the financial position of the
I British Motor Syndicate as disclosed by its balance-sheet recently
issued, the chances of success of the new Company under its
proposed new licence, Mr. Moulton's opinion, and other matters,
and then intimated that there were thrao courses open to the
members to adopt, namely, the following : —
1. To proceed with the pending actions.
2. To withdraw the actions, and assent to the reconstruction
scheme.
3. To withdraw the actions, refuse assent to the reconstruction
scheme, and so treat the money paid for their shares as lost.
It was not, he explained, within his province to advise upon anything
that was in the nature of a speculation j he could only advise upon
the legal aspects of the questions at issue, and leave it to tbe
members themselves to decide, as business men, what, after the
explanation they had listened to, would be the best course for them,
under the circumstances, to adopt.
Discussion by the members was then invited, and several members
expressed their views in favour of continuing the litigation. Some
questions were put, and answered by Mr. Hunter or Mr. Disturnal,
it being explained, in answer to one question, that if the actions'
were continued, and proved unsuccessful, the plaintiffs would not
then be able to fall back upon the reconstruction scheme and accept
tho new shares. They must definitely elect to adopt one course or
the other.
Mr. Hunter read some letters he had received from some members
who were unable to attend the meeting, in which they gave their
opinions and offered suggestions. He also pointed out thnt in one
respect the reconstruction scheme might be of advantage to the
members if they should decide to continue the litigation, in
providing funds to meet the plaintiffs' claims, should they be
successful.
Mr. Hunter then took the opportunity of expressing his thanks to
Sir H. A. White for the great assistance tbe latter had been to him
in helping him to reply to the personal attacks made upon him in
certain circulars issued by the defendant Company.
Sir Henry Arthur White, in reply, stated that he was very pleased
to have been of any service in the matter of the unwarranted attacks
in question, and that he felt quite satisfied with the manner in which
Mr. Huuter had conducted the litigation. He then advocated the
continuance of the actions, and expressed his opinion that the pro-
posed new shares would be practically worthless. He was also of
opinion that the members present, having had the advantage of
hearing Mr. Disturnal's able explanation on many important points
affecting the decision to be arrived at, were in the best position to
form a correct judgment on the matter, and that therefore the
decision should be taken on the vote of that meeting.
After some further discussion, and consideration of tho terms of
the agreement signed by each member on joining the combination,
whereby it appeared that each signatory could be compelled, not-
withstanding any notice of withdrawal, still to contribute his agreed
proportion of the costs, a resolution to the following effect was pro-
posed by Sir H. A. White, seconded bv Mr. De Hersant, put to the
meeting, and carried without a single dissentient vote : —
Resolution.
That the members of the combination of shareholders taking
action against the Great Horseless Carriage Company (Limited),
and ils directors, as represented by the members present at this
meeting, called for the purpose of arriving at a final decision as
to the best course to be pursued by the combination in regard to
withdrawing or proceeding with the pending litigation, are of
opinion that such litigation be proceeded with and that it be
resolved accordingly.
The proceedings then tcrminat?d.
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January, 1898.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
131
The above is a correct and fair report of the proceedings at the
above-mentioned meeting.
(Signed) Hbnby A. Whitb.
William J. Distubnal.
William J. Hunteb.
24, Finsbuby Circus, London, E.C.,
January 3rd, 1898.
Great Horseless Carriage Company.
Drab Sir (or Madam), — I now enclose report of the meeting held
at Anderton's Hotel on the 30th ult., from which you will see that
the decision arrived at was not to accept the reconstruction scheme,
but to continue the actions.
It appears that certain forms for the exchange of the shares under
the scheme are to be sent to the shareholders after the confirmatory
meeting on the 7th inst. Probably the non-signature of such forms
would be sufficient indication of dissent, but as the new shares carry
a substantial liability, it would be advisable, to avoid any question
as to silenoe being an acceptance, for each member to write to the
secretary immediately on receipt of this letter, giving formal notice
of his dissent, as follows, viz. : —
" I hereby give yon notice that I do not approve of the resolutions
passed at the extraordinary general meeting of your Company on
the 22nd December last, and do not propose to accept the new
shares to be issued under the scheme/'
Address it to Alfred Burgess, Secretary, Great Horseless Carriage
Company (Limited), 47, Holborn Viaduct, London, E.C. Keep a
copy of your letter, and send it, or another copy, to me.
As to those few members who have been induced to sign a consent
to the withdrawal of their actions, or any proxy in support of the
scheme, I can only advise them to preface their letter with a notioe
that they cancel such withdrawal or proxy, on the ground that it
was signed by them under a misapprehension of their position. They
should also send a similar letter to the Shareholders' Committee,
Secretary, F. Offer, Lombard House, E.C. — Yours faithfully,
William J. Huntbb.
The following is an interesting letter in regard to this reconstruc-
tion scheme : —
Sib,— From the secretary's account of the meeting at Coventry on
the 22nd ult. of the Great Horseless Carriage Company one might
think that the entire body of the shareholders in this Company
followed Mr. Lawson and the self-constituted committee of share-
holders like a flock of silly sheep. Naturally, nothing was said about
the protests received from those shareholders who knew a little more
than Mr. Lawson chose to tell them. Mr. Lawson's solicitor told
the meeting that the litigation against the directors had been got
up :by the plaintiffs solicitor by means of circulars. This is abso-
lutely incorrect. I was at pains to find the solicitor who was already
acting for another shareholder, in order to put my action into his
hands. But even at this late hour I would gladly withdraw from
this action if there was the slightest chance of the proposed scheme
of reconstruction saving any appreciable part of the money I was
foolish enough to subscribe to this Company. I object to the pro-
posed scheme on the following grounds :— (1) Because Mr. Lawson is
still to be on the board, and had even the effrontery to take the chair at
the meeting. (2) Because the committee was never appointed by
the shareholders, and did not make an honest attempt to carry out
their programme by seeing the plaintiff's solicitor, and in ether ways
allowed themselves to be laid open to the suspicion of working in
Mr. Lawson's interests. (3) Because the proposed debentures in the
British Motor Syndicate, a draft of which I have seen, are not worth
waste paper, as they •permit the holders of three-fourths of their
value to withhold the interest. Mr. Lawson himself already holds
something like half, and the remaining quarter required will not be
difficult for a gentleman of his talents to command. (4) Because
from a sentence in Mr. Lawson's speech I gather that the new
Company, like the old, will be bound by an agreement with the
Daimler Company not to make the motors, for the right of making
which half a million was paid. This is, of course, apart from the
general want of confidence inspired by the proceedings of this
precious committee. Timeo Danaot et dona ferentei. I therefore
remain among the considerable body of sensible shareholders who
prefer recovering their money at law to entrusting Mr. Lawson with
any more of it. It ia no affair of ours that some of the shareholders
have been foolish enough to cut themselves off from this remedy, but
one cannot help feeling sorry for them. It would be still worth their
while to insist upon inspecting the debenture form at the statutory
meeting on the 7th.— I am, &c, B. H. Thomson.
January 3rd, 1898.
British Motor Syndicate.
An Ingenuous (?) Offbb from Mr. H. J. Lawson.
We understand, says the Financial Timet, that a communicati on
to the following effect has been received by shareholders in the
British Motor Syndicate, or Company, from Mr. Harry J. Lawson : —
The British Motor Industry,
Harry J. Lawson.
40, Holborn Viaduct, E.C,
November 27th, 1897.
Dbab Sib, — I have pleasure in enclosing you herewith debentures
representing 20 per cent, on the shares held by you, which please
accept on the terms of the within receipt.
You will, of course, understand that the debentures only become
your property upon your signing and returning me, per return post,
the within reoeipt, otherwise you must return the debentures. —
Yours faithfully, Habby J. Lawson.
The form of receipt referred to is as follows : —
Thb British Motob Company (Limitbd).
Debenture Receipt.
Received, the sum of. £ in 4 per cent, debentures, in con-
sideration of- which I give you a call or right to buy the shares
already held by me in the British Motor Company (Limited),
during the next 12 months, at the price paid by me for the
same, in addition to 20 per cent, premium thereon as profit,
such price and premium to be paid to me in cash, this arrange-
ment being in accordance with a statement made at the general
meeting, the report of which I have received and read.
The price paid by me for my shares was
Dated this day of 1897.
To Harry J. Lawson, Esq.,
40, Holborn Viaduct, E.C.
The debenture bond which accompanies the above documents
declares that " The Company hereby charges with such payments
(of principal and interest) its undertaking and all its property
present and future, but not including its present or future uncalled
capital, if any." Several conditions are endorsed on the bond, the
following one being of particular importance : —
The holders of three-fourths in value of the outstanding deben-
tures of this series may sanction any agreement with the
Company for any modification or alteration of the rights of the
holders of debentures of this series, as a class, including the
release of any property charged thereby, and any postponement
of the time for payment of any moneys secured thereby, and
any increase or reduction of the rate of interest. And an
agreement so sanctioned shall be binding on all the holders of
debentures of this series, and notice thereof shall be given to
each debenture holder, and each debenture holder shall be
bound thereupon to produce his debentures and, if necessary,
deliver up all the coupons for any interest then due or to
become due thereon, and to permit a note of such agreement
and the sanction thereof to be placed on such debentures. If
the said coupons or any of them which may be so delivered
up as aforesaid shall be cancelled, the Company shall issue
fresh coupons, if necessary, so as -to give effect to any such
modification or alteration of the rights .pf the holders of deben-
tures of this series as may under the provisions of this clause be
sanctioned. __
New Companies Registered.
[Under this heading we give a full list of new Companies regis-
tered whioh take power to make, deal, or become interested in
any manner in automotor vehicles.]
Capital.
Automobile Proprietary, Ld. 20 members, each with £1
liability.
Boulton and Paul, Ld. (Rose Lane Works, Norwich) . . £128,000
Chitty Dynamo and Motor Co., Ld. (St. George's House,
Eastcheap) 200,000
M
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jawitaet:, 1896.
Capital.
Dublin Carriage and Rubber Tyre Co., Ld. (39, Mountjoy
Street, Dublin) (Irish Company) £25,000
Electric Hansom Cab and Carriage Syndicate, Ld.
(28, Brook Street, Grosvenor Square) 2,000
Electric Street-Car Manufacturing Syndicate, Ld. (Wolver-
hampton) , ■ 25,000
F. Jackson and Co., Ld. (77, Oxford Street, W.) . . . . 5,000
Glasgow and West of Scotland Motor-Car Co., Ld. (180,
Hope Street, Glasgow) (Scotch Company) . . . . 10,003
Henry White and Co. Ld. (Pontymister Works, Newport,
Monmouthshire) . . . . . . . . . . . . 50,000
Holden Juvenile Cycle Co., Ld. (61, Caldmore Road, -
Walsall) 3,000
Hydro-Pneumatic Traction Syndicate, Ld. . . . . . . 3,000
International Steam Carriage Syndicate, Ld. (18, Hertford
Street, Coventry) 1,083
Middlesex Railways Extension (Motor Scheme} Ld. (40,
Holborn Viaduct) 100
Northampton Cycle Traders' Association, Ld. (18, Market
Square, Northampton) . . , . .... . . 250
Patent Folding Perambulator Co., Ld ... 10,000
Preston and Beck, Ld. (Birmingham) 11,000
Rippingille's Albion Lamp Co., Ld. (Birmingham) . . 50,000
Thomas Kendrick, Ld. (Birmingham) 70,000
Turrell Motor Manufacturing Co., Ld. (40, Holborn
Viaduct) 10,000
Ulster Carrying Co., Ld. (12, Queen Street, Belfast) (Irish
Company) 2,000
ANOTHER VESTRY ON MOTOR-VEHICLES.
«
On December 16th, at a meeting of the Vestry of St. George, Hanover
Square, a discussion took place on the question of motor-cars. Colonel
Sir Howard Vincent, M.P., moved that it be referred to the Com-
mittee of Works to consider the application of electric or motor
traction for the service of the parish. The hon. member said the
Vestry had of late wasted a good deal of time in discussions with
reference to the purchase of horses. He thought motor traction
would prove a good substitute for horses in the parish, at least there
would be no harm in trying the experiment. Major Skinner seconded
the motion, and in supporting it Mr. Owen-Smith remarked that the
time was speedily coming when it would be the most common thing
to see a motor-car, and the most uncommon thing to see a horse.
Mr. Tolley strongly opposed the introduction of motor-cars into
municipal life in the interests of the farmer. He thought it was a
very serious matter to attempt to destroy the very thing the farmer
mainly relied upon for a living, particularly in viow of the recent
appeal to Parliament for help on behalf, of those suffering through
agricultural depression. What would become of the straw 1 (A
member: " Use it in straw hats.") Colonel Ogilvy said the dangers
of the streets of London were already very serious for poor old
people, and he should certainly vote against increasing those dangers.
Major Urimstone said he would much rather have horses than
molor-cars, but he could not help thinking that the adoption of
motor traction would be to the advantage of the Vestry. He thought,
however, that motor-cars would cause the Vestry much more troub-
lous discussion than horses had ever done. The motion was finally
carried by an overwhelming majority. We congratulate Colonel Sir
Howard Vincent and his colleagues. Poor Mr. Tolley ! poor British
farmer ! whose " last straw " cannot break the motor camel's back.
^+^^^^^^***v*^v^^^****s+*
Death of M. Boger. — We regret to hear of tho death of M. Roger,
the well-known manufacturer of automobiles. For tho last three
months M. Roger had been laid up with an attack of paralysis, and
had to give up all work. He was born in 1850. After acting as
engineer in the celebrated Cail Engineering Works, lie, in 18S3,
started as a maker of gas-engines. He introduced the Ben* motor
for automobile purposes, and did much lo popularise automobilism.
He was the first one to drive a petrol motor in Paris. He was an
original founder of the Automobile Club, and was generally most
highly esteemed by all who came into contact with him.
♦
!"CuanBO escribe, refierese AI "Thb AriOMOTOR and Hobse-
i,kss Vehicle Journal."
CONTINENTAL NOTES.
Thkrk will be an automobile exhibition at Turin in July next.
Thbbb will be an International exhibition: of automobiles in St.
Petersburg in 1899.
»
La Compagnie Nationale d 'Automobile has been formed in Paris
with a capital of £1,080.
»
It is said that the sales in France of the De Dion motor-tricycle
have amounted to £30,000.
♦
Thb Peugeot Company is busy on a nice little order for 150
motor- rehicles, each of 3J H.P.
»
It is proposed to establish a service of automobiles from Konakry,
a French coast port in West Africa, to the Niger.
The Automobile Club Beige has arranged a concoura for
June 26th next, and have voted £800 for the expenses of the
festivities.
» ■
Another automobile Company has been established, viz., the
Society Industrielle des Vehicules Automobiles, with a capital of
100,000 francs.
M. Leon Bollbb is constructing a remarkable voiture. It will be
of 12-15 H.P., and will weigh 700 kilos. There are no less than 10
changes of speed.
*
Lb Chemin de Fer to Orleans is the latest railway to adopt
petroleum automobiles for suburban parcel delivery service. When
will our behind. the-times railway and cartage companies awake out of
their lethargy ?
»
La Salle Wagram, as an exhibition of automotors, must be
classed in the same category as our Agricultural Hall — as a fiasco.
There are very few motor-vehicles to be seen and little to be learnt
about antomobilism.
We are obliged to our excellent contemporary La France Auto-
mobile for reproducing in its issue of January 8th Dr. Clarke's
weather table from Thb Automotor Pocket-Book. Our contem-
porary might have mentioned, hovever, its source of information.
It is curious to observe that both English and French shipowners
take a great interest in automobilism. In Great Britain two well-
known shipowners Mr. A. L Jones and Mr. A. Holt are keenly
interested in automobilism, while in France the President of the
Republic, himself a shipowner, has done much for automobilism.
Wo now notice that another distinguished French shipowner, M.
Fraissinet, of the well-known Fraissinet line of steamers, is on the
committee for the Marseilles-Nice concours.
The lot of the Paris automobilist is like a policeman's— not a
happy one. He has to carry about a whole portfolio of documents
in which the French official so much delights. Nothing in France
can be done without the inevitable document. Among the mass of
official literature that the automobilist has to carry and produce on
demand are documents giving the weight of the vehicle and weight
per axle, description of the motor and specification, method of
supplying the power, description of brakes, name and place of abode
of makers, official tests of motor, official number, employment of the
machine, district in which it is intended to be used, the place where
it is kept, two photographs, certificate of birth of the owner, and
certificate of residence. Really, this is not enough. We would
suggest to the Paris municipal authorities the desirability of com-
pelling the unfortunate automobilist to have two photographs of bis
dog, together with the authenticated pedigree of the latter ; also the
abode of the proprietor's washerwoman, and a certificate of M. Le
Maire to the effect that he was not in debt.
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THE AUTOMOTOR- AND HOUSELESS VEHICLE JOURNAL.
133
LAW REPORTS.
Great Horseless Carriage Company.
Shabbhoudbbs' Appeal Dismissed.
In the Court of Appeal on the 16th ult., before (the Master of the
Bolls and Lords Justices Chitty and Vaugban Williams, judgment
was given on the appeal of Mr. De Hersant from an order made by
Mr. Justice Kekawich on November 26th in connection with the
Great Horseless Carriage Company .(Limited), refusing to grant an
injunction restraining, until the trial or further order, the defendant
Company, its directors, managers, or officials from executing or from
proceeding with negotiations for a proposed agreement for tranefer-
mg the assets of the Company to the British Motor Syndicate
(Limited). Mr. Distiirnal appeared for Mr. De Hersant, whilst the
Great Horseless Csrriage Company was represented by Sir Edward
Clarke, Q.C., M.P., Mr. J. F. Moulton, Q.C., Mr. Warmingtoji, Q.C.,
and Mr. Kirby.
In the course of his argument, Mr. Disturnal said the defendant
Company was promoted in May, 1896, by the British Motor Syndi-
cate, with a nominal capital of £750,000, divided into 75,000 shares
of £10 each. The Object of the Company, as defined by the pro-
spectus and the memorandum and articles of association, was to take
over the licence to use certain patents which were said to belong to
the British Motor Syndicate promoters; and the consideration, to
the British Motor Syndicate for the licence to use those patents
was the sum of £500,000, divided into £250,000 in cash,
and £250,000 in fully paid-up shares of the Company. The
prospectus was duly, issued, and, amongst others, Mr. De Hersant
applied upon the faith of it for shares, which were allotted to him.
He (Mr. Disturnal) might tell their lordships that upon the prospectus
about £300,000 was allotted to the public, in addition to the £250,000
paid-up shares to the British Motor Syndicate. There were now
about 90 actions pending against the Company and against the
directors in respect to the fraudulent statements contained in the
prospectus, and Mr. De Hersant was one of the plaintiffs. These
actions were for damages for fraud, or in the alternative to set aside
the allotment and return the money in respect to the shares. The
plaintiff Veld 60 £10 shares, all fully paid up. The British Motor
Syndicate was what was called a one-man company. It belonged to
Mr. Lawson, and to Mr. Lawson alone. The capital of the Company
at one time was £150,000, and of that Mr. Lawson had 147,993 shares,
whilst a Mr. Sturmey had 2,000 shares, leaving six er seven more,
which were held by somebody else. All thofc shares were fully paid
up, and were issued to Mr. Lawson and Mr. Sturmey in considera-
tion of the assignment by them of certain patents to the British
Motor Syndicate. In August, 1896, a special resolution of the
Syndicate was passed to increase the capital from £150,000 to one
million sterling. On October 21st an agreement was entered
into between the British Motor Syndicate and Mr. Lawson. . By
the first clause that gentleman purported to assign to the British
Motor Syndicate six patents . which he said belonged to him.
Then, as to the third clause, that stated that the consideration of
the sale contemplated by the agreement should be £750,000, which
should be paid and satisfied by the allotment and issue to the vendor
or his nominees of 750,000 shares of £1 each, which said shares
should be created and be for all- purposes as fully paid up. Then
Clauses 4 and 5 provided that an account should be taken of the
assets of the Syndicate at the date in question, and that the balance
of the assets should be divided amongst the original holders of the
capital in the Syndicate, to the exclusion of the people who were to
subscribe to the new capital about to be- issued. Then Cause 6 pro-
vided that the holders of the 750,000 shares, which were about to be
issued in pursuance of the agreement, should not be entitled to
participate in any disiribution in cash or shares in pursuance to
Clauses 4 and 6. Their lordships would see, therefore, .that under
that agreement Mr. Lawson was to get £750,000 of the new capital
and the balance of the old as being practically the only shareholder
in that one-man company. For that he assigned to "the Company
five patents, which the learned counsel said he would not discuss the
value of, but they were sworn to be of no commercial value. As a
sample of them, one was a sort of gipsy's caravan, to be built of steel,
to be driven by a motor fixed underneath.
On the 26th ult. an order was made by Mr. Justice Kekewich, in
connection with the Grrat Horseless Carriage Company ^ Limited) ,
refusing to grant an injunct on restraining, until the trial, or further
orders, the defendants from executing or from proceeding with
negotiations for a proposed agreement for trarisf erring the assets
of the Company to the British Motor Syndicate (Limited). The
plaintiff now appealed against that order of the learned Judge, and
counsel submitted that, under all the circumstances, their lordships
should uphold the appeal.
Sir Edward Clarke, on behalf of the defendants, contended thst
there was no suggestion that Mr. Lawson was using unfair and
improper means. It was not suggested thst he should be restrained
from voting in respect to his shares, and the Company was entitled
to do as it pleased. There was only a comparatively small interest
in. the Company attached to the appellant. . .
Lord Justice Chitty asked whore the con'ract was, if any, that
showed the scheme. —
Mr. Warroington, Q.C., said there was no scheme. In comparing
the positions of plaintiffs and defendants, he contended that Mr.
Hersant could only sue as a shareholder. He, however, as long ago
as June lost, commenced an action for decision upon the ground that
in equity he was not a shareholder. The action was brought upon
au affidavit which showed the object of the action, and ho (the
learned counsel) was now taking the affidavit to be true. The
affidavit itself put forward the case of the plaintiff, and what was it ?
That the Great Horseless Carriage Company had an assessment of
£50,000, and that that sum would be, but for certain proceedings,
available to the plaintiff and those associated with him to answer the
plaintiff's claims. It was not put forward that there was anything
ultra viret, which was the usual thing in the case of shareholder
against company. Then, again, could anyone read the affidavit
in question to mean that this application was made on behalf
of the shareholders as a body ? The plaintiff was really
seeking to get an embargo placed upon the assets. The
action was really brought by a shareholder (admitting that he
was a shareholder) for an injunction, and the object of the
injunction was to keep in the coffers of the Company the sum of
£50,000. But what was that for in reality ? Was it for the benefit
of the shareholders ? No ; on the contrary, it must be transparent
to the Court that it was merely to answer claims by pirsons who said
they were not shareholders.
The Master of the Bolls, in giving judgment, said that a great
many topics had been touched upon as to which he did not iroposo
to say anything ; and in particular he did not propose to express any
opinion upon the propriety of tbe proceeding sought to be restrained,
irom a legal point of view there was ono clear and short answer to
the suit, and that was that it was not brought by the plaintiff in the
character in which he purported t3 sue. Upon that ground alone
the appeal ought to be dismissed.
Lord Justice Chitty concurred. He said the plaintiff was suing
not for the benefit and in the interest of the shareholders, but of those
who had brought actions to recover a large sum of money from the
Company.
Lord Justice Vaughan Williams also agree i.
The appeal was; therefore, dismissed with costs.
Bankruptcy Court.
A bittcno of the London Bankruptcy Court was held on the
11th inst. before Mr. Registrar Linklater for tho public examination
of diaries Nigel Stewart, 89, Victoria Street, Westminster, whose
accounts show liabilities £13,566, and a deficiency of £11,532.
Under cross-examination by .the Official Receiver the debtor stated
that in 1895 he became chairman of the Universal Electric Carriage
Syndicate (Limited), whose patents and stock were sold in the
following year to the British Motor Syndicate (Limited). The
last-named Company formed a branch Company in May, 1896,
entitled the Great Horseless Carriage Company (Limited), and
witness acted as manager at a salary of £300 a year until last June,
when he resigned, owing to disagreements with one of the directors.
He was afterwards connected with other companies. Witness attri-
buted his insolvency to embarking on enterprises of which he had no
previous knowledge, to Stock Exchange speculations, and to his
liabilities in connection with the British and Continental Syndicate
(Limited) and the Lombard Financial Syndicate (Limited). The
examination was concluded.
The Danger of Restive Horses. — On December 11th an inquest
was held at the St. Clement Danes Vestry Hall on the body of James
Taffy, aged 38, a cab attendant, lately residing at 12, (ice's ( ourt,
M 2
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134
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[January, 1898.
Oxford Street, who was fatally injured by a cab on November 1 9th.
Mrs. Hettie Meyer, landlady of the Bed Lion, Clarges Street,
Piccadilly, stated that on the evening mentioned the deceased was
minding the horse attached to a hansom cab outside her house when
some friends of hers arrived in a motor-cab. The latter made the
horse very restive, and some minutes later the animal bolted, causing
the deceased to fall. He was taken to St. George's Hospital, but he
failed to disclose the nature of his injuries. On the 4th inst. he
went into King's College Hospital, where he died on Thursday. The
medical evidence showed that death was due to blood poisoning, the
result of the injuries, and the jury returned a verdict of " Accidental
death."
Claim for the Repair of a Motor-Car. — At the Bradford County
Court on January 4th, before his Honour Judge Bompas, Q.C.,
Messrs. S, Clayton and Co., Paradise Street, engineers, sued the York-
shire Motor-Car Company, of Bradford, to recover £13 10*. 7rf. for
work done. Mr. Freeman appeared for the plaintiffs, and Mr. J. V.
Curry for the defendants. It appeared that in July last the motor-
car called the Victoria was sent to the plaintiffs' works to be repaired.
The plaintiffs said that the car was of German make, and parts of
it which required renewal, being unobtainable in England, had to be
specially made. When the car was returned it was found that one
or two things had not been put right, but these were subsequently
remedied. For the defendants it was contended that the work was
not done according to contract, and though a man was afterwards
sent to effect the neeessary repairs, the motor-car would still not
run satisfactorily, and was ultimately repaired by the defendants'
own men at a cost of over £8. His Honour, after hearing evidence
on both sides, gave judgment for the plaintiffs on the claim, and for
the defendants for £4 on the counterclaim.
An Object Lesson Illustrated. — Louis Tetlow, motor-carman,
employed by the London Motor Van and Wagon Company, of 86,
Cbiswell Street, E.C., appeared on a summons at the City Summons
Court, on the 11th inst., for driving a motor-car to the common
danger of the public. The evidence was very clear that at 10.50 a m.
on the 3rd inst. Mr. Douglas Graham, merchant, of 2, Copthall
Buildings, City, was passing through King William Street with
Mr. Chadick, railroad builder, of Suffern, New York. He was
telling his friend bow admirably the City police regulated the
traffic, and pointed to Police-constable Jefferies, 688, who was
performing that duty opposite St. Switbin's Lane. Suddenly
Jefferies made for the pavement, but a motor-car, driven by Tetlow,
was too quick for him, struck him, and sent him heavily to the
ground. Defendant pulled the car up in the space of about
10 yards, and said he sounded his horn for the policeman to get out
of the way. The pace, it was said, was about 10 miles an hour ; the
horn was not sounded till about six or eight yards from the officer,
who could have been easily avoided, but the car was kept in the
centre of the road. The officer was not seriously injured. The
defence was that the pace was five miles an hour, the horn was
sounded 20 yards from the policeman, and the car would have been
pulled up sooner, but the asphalte was " greasy." Mr. Alderman
Strong said this car was going at a pace that was too rapid for the
traffic of the street. He must hold the case proved, but, on the
other hand, he did not wish to indict the severe penalty laid down
for this class of vehicles. He thought the justice of the case would
be met by a fine of 10». and costs.
A Policeman on Speed. — At Bow Street, on December 82nd,
Mr. Bobert Hankinson, of 35, Fcrndale Road, Brixton, appeared,
before Sir James Vaughan, to a summons charging him with
unlawfully driving a locomotive — namely, a motor-car — at a speed
greater than was reasonable ; and dangerous, having regard to the
traffic on the highway on which it was being driven, contrary to the
regulations made under the Locomotives on Highways Act, 1896.
Police-constable 256 £ stated he saw the defendant driving a motor-
car on the Embankment, near the Temple Station, at the rate of about
10 miles an hour. He called upon him to slacken his speed, but be
took no notice. A cabman had to pull his horse on the footpath to
avoid a collision, and foot passengers had to scatter right and left.
The defendant (who had some gentlemen with him) said he did not
think he was doing any harm. The motor appeared to be driven by
electricity. The defendant now said he was driving an oil-carriage,
which might be driven at fixed speeds — four, seven, or 13 miles an
hour. These were definite speeds, but the motor might be driven at
almost any speed. When he was spoken to by the constable he was
driving at the second speed, or seven miles an hour. As a rule, a
motor-car appeared to outsiders to be going at a greater rate than it
really was, owing to the absence of a horse. Sir James Vaughan
thought the defendant must have made some mistake as to the rate
at wl: ifh the car was going, and imposed a fine of 10*. and costs.
It was stated that this was the first case of its kind decided in
London.
" Ghutlnff " with a Motor Oar. — Oliver Bush was summoned
at the City Police Court for driving a motor-car to the common
danger of the public. Mr. George F. Sutton, solicitor, defended.
Police-constable Hunt, 262, said at 4 p.m. on the 22nd ult. the
defendant drove at a pace of 14 miles an hour into Holborn Circus
going east. He gave no alarm of his approach, and continued at
the same pace across the foot-crossing, colliding with a gentleman,
and knocking him off his feet. The gentleman fell on the car,
which was of low corstruction, was carried some yards on it, and
then the defendant stopped. George Walter Thompson, pawn-
broker and jeweller, an elderly man, corroborated the constable, and
said he was the person collided with. The car came at a fierce pace,
and was down on him before he had a chance of getting out of the
way. He jumped or fell on the car. Cross-examined : So far as he
knew at present he was not permanently injured. He could not
write the same night, as his fingers were so swelled. Mr. Sutton said
the defendant was the engineer to the Great Horseless Carriage
Company, of 47, Holborn Viaduct, and a very expert diiver. This
was a motor-tricycle he was driving, and was only geared up to
10 miles an hour.'but it was out of gear at the time, as it was simply
running downhill by its own force. He thoroughly understood the
machinery, and had driven the Duke of York. Had Mr. Thompson
not stood hesitating in the road he would not have been touched.
Sir Joseph Savory : You know the summons is under the City
Police Act, 1839 ? Mr. Sutton : No ; I thought it was under the
Light Locomotives Act. Sir Joseph (after references to the Acts)
said the defendant was clearly guilty under both. " Expert drivers "
were sometimes liable to show off their skill by driving in a reckless
manner. He imposed a fine of 10*. and costs.
LES POIDS LOURDS.
♦
Report of the Commission— II.
Aftbe stating these general considerations the Commission proceeded
to study each vehicle in particular. As these vehicles have already
been described in our columns (tee Atjtoxotok, Nos. 11 and 12,
vol. 1), we need now only briefly recapitulate the leading features of
each, commencing with the '• Scotte Omnibus, officially known as
No. 1. It is constructed to cirry 12 passengers and their luggage.
The speed is stated at 8'7 miles per hour on a good level road, and
4 miles per hour on steep gradients.
Dimension* and Weight.
Weight empty, 9,240 lbs. = 4125 tons.
„ on fore axle, 5,082 lbs.
„ on rear axle, 4,158 „
„ of water, 1,540 „
„ of coke, 220 „
„ of two men, 308 „
„ of tools, 4c, 212 „
„ of cargo, 2,640 „
Total weight in working order, 14,190 lbs. =-= 6'335 tons.
Of this total weight the wagon weighs 651 per cent.
„ „ cargo weighs 18"6 ,,
„ „ fuel, stores, &c, weigh 15 6 per cent.
Fore wheels, 30°3 inches diameter.
Bear „ 354 „ „
Wheel base, 9348 feet.
Length of wagon, 17' 11 feet.
Breadth „ 5 576 „
Boiler (empty), 880 lbs.
Contained water, 110 lbs.
Steam pressure, 171 lbs. per square inch.
Grate area, T39 square feet.
Heating surface (not stated) .
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
135
"Weight of motor, 694 lbs.
Two simple engines, 4°3 inches by 4*5 inches.
Revs, per minute, 400.
I.H.P., 14.
Coneumpt of coke per square foot "of H.S., 67'4 lbs., ncavly.
„ water per lb. of coke, 5'3 lb.«.
Commercial speed, 6 3 to 66 miles per hour.
Weight of coke burnt per ton-mile of total weight, 216 lbs.
„ „ „ cargo, 11 lbs.
Total weight per I.H.P. = 4525 ton.
The daily expenses are as follows : —
Price of omnibus, 22,000 francs.
frs. cents.
Interest at 6 per cent. > . . . . . . • 4 40
Repayment of capital, maintenance, and re-
pairs (16 per cent.) .. .. .. 11 0
Driver at 200 francs a month . . . . . . 8 0
Stoker at 75 francs a month . . . . . . 3 0
Firing 1 10
Lubrication .. .. . , . . .. 1 70
Total,. .. .. 29 20
General expenses, 10 per cent... .. .. 2 92
Paily fixed expenses . . . . . . 82 12
The estimate of the kilometric wor
cine cost for a daily journey of
110 kilometres is based upon the following expenses : —
i load.
677
|load.
621
Full load.
666
Coke consumed —
358
385
412
Cost. . . .
fr.
12-63
13-47
14-42
Water consumed —
Volume ..
. litres.
1,968
2.118
2,268
Cost
fr.
394
4'24
4-54
Daily expenses —
Coke and water . .
fr
1(5-47
1771
18-96
Fixed expenses .
fr.
3212
3212
32 12
Totals
fr.
4859
49-83
5108
Effective kilometric tons
> ■ ..
44
88
132
Working cost —
Passenger kilometre, witl
luggage
or 100 kilos, of merchandise fr.
0110
0057
0039
Passenger kilometre,
without
fr.
0-0(9
0040
0028
The Db Dion et Bopton Omnibus.
Official No. 14.
'J his omnibus is built for 16 passengers — 12 inside and 4 on the
platform. The speed that may be obtained is 12-4 miles per hour
on tl o level and 6'7 miles on steep gradients. Its price is 22,000
francs, the same as that of the Scotte. The useful weight or cargo
that can be carried is 3,250 lbs., but on the trials only 2,464 lbs.
were carried.
Weight of wagon empty, 9,438 lbs. = 4-213 tons.
„ water carried, 990 „
„ coke ,, 264 „
„ 2 men „ 308 ,,
„ tools, stores, &c, 88 „
„ cargo carried, 2,464 „
Total weight, 13,552 lbs. - 60S tons.
Weight on fore axle, 4,812 lbs.
rear „ 9,240 „
Of total weight, wagon is 696 per cent.
„ „ cargo is 182
„ „ fuel, stores, &c, 12 2 per cent.
Length of wagon, 20'8 foet.
Breadth „ 656 „
Diameter of fore wheel, 81 '49 inches.
., renr ,. 3937 ,,
Boiler, weight, empty, 1,056 lbs.
Steam pressure, 199 lbs. per square inch.
Orate area, 1 '9 square feet.
Heating surface, 60 square feet.
Motor weight (not stated).
Revs, per minute, 600.
I.H.P., 25.
Consumpt. — Water evaporated per lb. of coke, 3'1 lbs.
„ Coke burnt per square foot of H.3., 307 lbs.
Total weight per I.U.P. - 242 ton.
The commercial speed is 8'4 to 8'7 miles per hour.
The consumpt of oke per ton-mile of the average total weight
was IT lbs., and of water 0T4 lbs., while the consumpt of coke per
ton-mile of cargo was 613 lbs., and of water 38"06 lbs. The 6xeJ
diiily expenses are as under: —
Price of vehicle, 22,000 francs.
frs. cents.
Interest at 6 per cent. . . . . . . . . 4 40
Repayment of capital, maintenance, and re-
pairs (15 per cent.) .. .. .. ..11 0
Driver .. .. .. .. .. 8 0
Stoker 3 0
Firing .. ... .. 1 42
Lubrication . . . . . . . . . . 6 90
Total 33 72
General expenses, 10 per cent.. . . . . . 8 37
Fixed daily expenses . . . . . . 37 09
The Panhahd axd Levassor Omnibus.
Official No. 10.
This omnibus has beon constructed for passenger and light parcel
service. It has accommodation for 14 passengers, the baggage being
carried on the roof. The speed attained on the level is from 9'9 to
11T miles per hour, but this drops as low as 2'5 miles per hour on
stiff gradients. The cost of the vehicle is 18,000 francs.
The following table gives the particulars of the distribution of the
weight, 4c. : —
Weight empty, 4,618 lbs.
„ 1 conductor, 160 „ . .
„ water, 441 „
„ *petrol, 71 „
„ cargo, &c., 2,210 „
Total weight, 7,600 lbs. = 335 tons.
„ on fore wheels (drivers), 2,425 lbs.
„ on rear „ 5,070 lbs.
Of total weight the wagon is .. .. .. 61'7 percent.
„ „ cargo is . . . . 29 5 „
„ „ fuel, stores, crew, &c, is 8 -8 „
100 0
Weight per H.P., l!?5 = 23 ton nearly.
Length over all, 14 "76 feet.
Breadth, 6 89 „
Height, 9-80 „
Of this length 4 feet arc occupied by the machinery spice, leaving
7 75 feet for passengers and cargo, and 295 feet for the rear platform.
Motor. — This is of the Daimler-Phoenix type, using light oil and
incandescent ignition tubes. Its power is 12 H P. Revs, per
minute, 750.
There are four cylinders placed vertically two and two, thus giving
two impulses or turning moments on the shaft at each revolution.
The diameter of the cylinders is 3'537 inches, and stroke .V3 inches.
When running at less than full load the speed of the motor would
increase, and to avoid this a regulator is employed, whose action is as
follows : — Iu these motors the exhaust valve is operated by a cam on
a counter-shaft which makes two revolutions to each one of the
crank-shaft, and the inlet valvo is operated by the vacuum produced
after the "scavenger" stroke. The action between tho exhaust
* .'*> litres, or II gallons at
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136
THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[J*kpa»v, 1893.
valve and the earn on the counter-shaft is effected by a rod which is
in two parts, and adjusting these the exhaust is delayed, either in one
or all cylinders ; in other words, the burnt gases are cushioned to
any desired extent.
The consumption of petrol at ordinary speeds is 1/56 pints per mile,
and of water 71 pints. The quantity of each that can be carried
suffices for a run of about 62 miles. The commercial speed was
foun I to be from 6i to 6i miles per hour. The consumption of
petrol per ton-mile of the average total weight was •■117 pint ; and
per ton-mile of cargo it was 1'4 pints ; the consumption of water per
pint of petrol was 5 pints.
The following is a statement of the fixed da:ly expenses : —
Price of omnibus, 18,000 francs.
Interest at 6 per cent.
Kepayment of capital, maintenance, and re-
pairs (15 per cent.) .. .. .. .. 9
Driver 8
Lubrication, 4c. . . . . . . . . . . 3
Total....
General expenses (10 per cent )
Fixed daily expenses
In order to arrire at the exact cost of wording, and also to enaMe
an accurate comparison to be made betweon the various vehicles the
following tables have been prepared : —
Data for Ascertiininff Working Cost.
Trice of vehicle in francs —
Scotte, 1 .. .. .. 22,000
l)e Dion, 14 22,000
Panhard, 10 .. 18,000
Power of motor —
Scotte, 1 I.1I.P. 14
DeDion, 14 „ 25
Panhard, 10 , 12
Commercial speed —
Scotte, 1 miles per hour 6 "3 — 6 "6
De Dion, 14 .. .. „ „ 8'7-9fl
Panhard, 10 .. .. „ „ 6-25-650
Weight of cargo :.nd for passengers carried = U —
Seotte, 1 lbs. 2,640
Dc Dion, 14 , 2,464
Panhard, 10 ,, 2,210
Dead weight in working order, *Pm —
Scotte, i lbs. 11,575
De Dion, 14 „ 11,110
l'auhar i, 10 . . . . . . . . ,, 5,290
Total weight when beginning journey. P< = V + Pm—
Scotte.l ..' .. lbs. 14,215
De Dion, 14 13,574
Panhard, 10 , 7,600
Mean dead weight, i.e., with half stores, Sic. = P';»—
+ P'm —
Scotte, 1
De Dion, 14
Panhard, 10
Mean total weight P'< = U
Seotte, 1
De Dion, 14
Panhard, 10
Met n total weight per U.P. —
Scotte, 1 . .
DeDion, 14
Panhard, 10
Adhesive weight at full load, Pa —
Scotte, 1 ..
DeDion, 14
Panhard, 10
„ ,. P«
Vt
Scotte, 1 . .
Dc Dion, 14
Panhard, 10
lbs.
lbs.
lbs.
lbs.
lbs
10,693
10,483
5,083
13,338
12,953
7,238
952
518
601
8,576
9,269
5,071
•63
■68
•61
Ratio, jj^ -
P'm
Scotte, 1 . . lbs. -20
De Dion, 14 :. „ '18
Panhard, 10 ,, -30
Consumpt of coke per ton-mile for mean total weight —
Scotte.l .. lbs. 2-2
DeDion, 14 1 1
Consumpt of petrol per ton-mile for mean total weight —
Panhard. 10 .. . . .. -. pint. :517
Consumpt of coke per ton-mile for cargo —
Scotte, 1 ' . . . . lbs.
De Dion, 14 .. .. . . .. „
Consumpt of petrol per ton-mile for cargo —
Panhard, 10 , . , , , . . . pints
Water evaporated per lb. of coke —
Scotte, 1 . , , . . . ... . . lbs.
Dc Dion, 14 . . . . . . . . „
Consumpt of water per ton-mile of mean weight —
Scotte, 1 ., ., ,, ... ,. lbs.
De Dion, 14 . . , . . . „
Consumpt of water per ton-mile of curgo —
Scotte.l .. .. lbs. 60-5
De Dion, 14 ,. . . .. . . „
Consumpt of water per pint of petrol —
Panhard, 10 . . . . . . . . pints
12 07
6-14
1-39
5 5
6-2
12 10
6 82
38 07
PAPERS ON AUTOMOBIL1SM.
T.iis Is the total weight lesi weight of cargo.
In the Engineering Lecture Room of the Yorkshire College on
December 13th, Mr. J. Sidney Critchley, M.I. Mech. E. (Coventry),
gave an address on " The Daimler Motor and its Application to
Autocars." Mr. J. H. Wickstscd (the President) occupied the chair,
and there was a good attendance: The lecturer said the Daimler
motor was the invention of Gottleib Daimler, who was at one time
associated with Dr. Otto in his researches in connection' with the gas-
engine. The present revival of automotors was the outcome of
J experiments made 10 years ago. He gave a description of the
different classes of motors — steam, oil, and electric— now in use,
j and contended that for all practical purposes the oil-motor was the
most satisfactory, and that of the various types the Daimler occupied
the foremost position, and was the best. It was a light oil-motor.
Its special features were absence of smell, absence of vibration when
on the road, and length df distance which the car could run without
I re-charging. A number of lantern slides were shown, one of which
was of a Daimler motor-car which had been driven from John
o' Groat's to Land's End. It carried two persons and 400 lbs. of
i luggage at an average speed of 10 miles an hour, and successfully
I surmounted all hills. In addition to exhibiting slides of various
types of English-made carriages, Mr. Critchley illustrated types of
several French cars — steam, petroleum, and electric, and he also
gave views of carriages made by Hancock, Gurney, and others
which were in use before the introduction of railways. The motor-
car industry was only 12 months old in this country, but, in his
opinion, motor-cars had come to stay.
On December 31st, under the auspices of the Holsby Literary
and Scientific Society, Mr. E. Shrapnell Smith, honorary organising
secretary of the Self-Propelled Traffic Association (Liverpool Branch),
gave a lecture on "Automobilism." The lecture was illustrated by lime-
light slides, and was extremely interesting. It was divided under three
main headings, viz., "Past," "Present," and" Future." The first section
comprised a resume of the past history of motor-cars, dating back to
a time even in advance of the Victorian era. The lecturer dealt in
an amusing style with the futile efforts of the. Hon. Evelyn Ellis to
secure a summons in order to bring on a lest case. After speaking in
a general manner on the advantages and disadvantages of oil and
steam motors for self-propelled traffic, he enlarged at some length on
the simplicity and undoubted future before electricity as a means of
road locomotion, especially the freedom from vibration ensured by
its use, as well as the self-starting advantages. In treating of electrical
vehicles, he referred iu detail to the modus operandi of the London
Electrical Cab Company with reference tj the recharging of the cells.
Some humorous slides representing possible scenes in the streets of a
large town some years hence, when the advent of the motor-car has
been more thoroughly established, concluded the lecture, which
resulted in a vote of thanks being passed to the lecturer for a
thoroughly enjoyable evening.
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Jancabt, 1898]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
THE LIQUID FUEL COMPANY'S AUTOMOBILE
TRAIN.
THE HEAT OF COMBUSTION OF ACETYLENE.
In our lust issue we described this train, which has been built by the
Liquid Fuel Engineering Company, of Cowcs, to run between
Cirencester and Fairford, in connection with the Midland and
South-Westem Junction Railway. We now give an illustration
showing the train. As will be seen, it consists of a motor-tractor
carrying goods, &c, and a passenger car. This novel conveyance is
much appreciated in the district, and forms a much-needed and
valuable object lesson.
We understand that amongst other orders the Liquid Fuel
Engineering Company have just secured a contract to build two of
their yans for Messrs. Spiers and Fond, and as demonstrating the
practical value of the Company's steam-vans it is worth noting that
the van portion of the above train has been running at Swindon for
some weeks during Christmas time for suburban deliveries on behalf
of the railway company, delivering an average of 5 tons each
morning before midday without a single hitch. The railway com-
I Enoixkehs quite commonly estimate the calorific value of a fuel
from its chemical composition ; and, speaking generally, the figures
thus obtained are accurate within quite a small percentage. Excep-
tions, however, do occur, and acetylene is one of them. Its chemical
| composition is given by the formula C. Hs, so that IS lbs. of the gas
consist of 12 lbs. of carbon and 1 lb. of hydrogen. Now, 12 lbs. of
I carbon burnt to carbonic acid gas will give 174,600 British thermal
units, and 1 lb. of hydrogen, burnt to HaO, will liberate 61,560
British thermal units, making a total of 236,160 units. Actual
j experiment, however, shows the heat set free on the complete com-
bustion of acetylene to be much greater, viz., 281,250 heat units, or
I nearly one-fifth more than that calculated from its chemi al com-
position. Similarly, it is found that the actual heat of combustion
; of cyanogen (C2 Nj) is nearly one-third more than that calculated
i from its carbon content. The explanation of the discrepancy is, of
i course, to be found in the fact that a large quantity of energy is
■ absorbed in the production of these compounds, which is liberated
puny, for whom this work has been done, estimate that it would
liave been impossible to have done the same amount of work with
two pair-horse vans. An ounce of facts of this description is worth
a hundred pounds of theory as to the future of the motor-car.
(V«MM««M»V<MMMMAMM/«M
The Motor-Car Emporium (Limited). — Under this title a
Compony was recently formed for the purpose of constructing,
importing, and dealing generally in motors and motor-cars, this
Company being the sole agents for several of the leading Continental
manufacture's, including Emilo Mors, Paris ; Compagnie Generate
des Automobiles, Paris ; Compagnie des Motcurj et Automobiles,
M.L.B., Paris; Etablissement Hurtu, Paris; Henri Vallec, of Le
Mans ; and Th. Cambier and Co., of Lille. We understand that the
Company are already able to show some specimen carrnges, and are
prepared to execute orders with practically no delay; and they
claim that amongst several useful inventions of which they have the
sole monopoly is a patent apparatus of MM. les Fils de A. Deutch,
of Paris, for the purpose of getting rid of the unpleasant smell
resulting from the imperfect combustion in oil-motors. The
managing director is Mr. Charles Heyermaus, 10, Clanricarde
Gardens, W.
in the form of heat on burning them. It is this fact, says Ung!-
neering, which renders compressed acetylene bo dangerous an explo-
sive, as, quite apart from any question of combustion, there is a lar^e
store of energy available for destructive purposes by the mere
decomposition of the body into its elements. Some French experi-
ments, indeed, showed the explosive energy of liquefied acetylene to
be comparable to that of dynamite. It should, however, at the
same time be stated that at pressures not exceeding two atmospheres
it was found impossible to produce an explosive decomposition of the
gas which, under such conditions, is as safe as lighting gas. It is
interesting to note that many food stuffs, such as starch and sugar,
exhibit the same peculiarity as acetylene, their heat of combustion
being greater than that estimated from their chemical composition.
Automobile Journals. — The not inconsiderable number of
journals devoted to automobilism in its various phases is already
large, but has been again added to by the appearance of a new
paper called La Cote financiere de L' Automobile et dn Cycle.
As its name implies, it deals with the financial aspect of automobile
companies, aud if it docs this with independence and with clean
hands it will be in the position to render good service to tho Frcecli
public.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[January, 1898.
Now Ready. P'cap 8vo. 230 Pages.
Price, Is. ; post free, Is. 2d. Leather, gilt lettered, Is. 8d.
NOTIC ES.
«*^^*^^MM^^^^MMMM^M
The Automotor and Horseless
Vehicle Pocket Book
OP
AUTOMOTIVE FORMULA AND COMMERCIAL INTELLIGENCE
This Pocket Book, carefully compiled and edited, will contain
a mass of information such as is daily required by all those
interested in Automobilism, whether they be Designers, Engi-
neers, or Drivers of any kind of Automotor Vehicles, or Direc-
tors, Managers, or Shareholders of Automotor Companies. The
Contents include —
PART I TECHNICAL.
ALMANACK, &o. Meteorological Data. Weights and Measures
(British and Metric). Conversion of British and Metric Units.
Tables of Specific Gravities and Conversion of Thermometer
Scales. Wire Gauges. Weights of Metals, &c, &c.
DYNAMICS.— Units of Force. Speed Tables, &c, &c.
TRACTION. — Resistance of Roads. Tractive Power of Locomotives.
Curves of Resistance due to Road and Gradient. Tables of
Gradients. Influence of Grade on Traction, &c, &c.
MECHANICAL DATA. —Ball Bearings. Chain Gear. Fly Wheels
for Gas and Oil Motors. Tests for Indiarubbcr. Wheel Gearing.
Shafting. Horse Power. Pump Formula:. Whitworth Bolts
and Nuts. Nickel Steel, 4c, &c.
FUELS. — Calorific Power of Fuels. Data relating to Various Fuels.
Comparison between Coal and Petroleum. Liquid Fuel. Illus-
trations of all Best-known Burners, &c, &c.
STEAM. — Data relating to Properties of, and Tables. Steam Motors.
Condensers. Rules for finding Horse-Power Mean Pressures.
Horse Power, &e. Must rjtions of Automotor Steam Generators,
&c., &c.
PETROLEUM MOTORS.- -Official Tests. Single, Double, and
Four-Cylinder Motors. Dimensions, Weights, and Powers by
Various Makerj, &c, 4c.
ELECTRIC MOTORS.— Batteries, Lists and Tests of. Tables of
Weight, 4c., of Various Makers. Particulars of Motors.
Directions for Charging Batteries. Care of Cells. Wiring
Tables, 4c, 4c.
MISCELLANEOUS INFORMATION.— A Number of Useful
Formulae, and a Quantity of Miscellaneous Data relating to
Automobilism, &c, 4c.
PART II.— COMMERCIAL.
Full Text of the Locomotives on Highways Act, 1896. Local Govern-
ment Board Regulations. Regulations for Motor-Vebicles in
Scotland. Inland Revenue Regulations. Regulations for the
Carriage and Storage of Petroleum.
List of Limited Liability Companies, Engineers, Manufacturers, and
Others making, using, &c, Motor-Cars, giving details of Capital,
4c, 4c
French Automotor Makers.
List of Books on Automobilism.
Acts of Parliament affecting all who Build, Own, or Use Automotor
Vehicles, Specimen Automotor Log, 4c, 4c.
No expense has been spared to make this book the VADE MECUM of Auto-
mobilism. No other publication contains such a mass of useful matter relating
to the industry.
Price, Is. ; poet free, la. 2d. Leather, gilt lettered, Is. 8d.
Intending purchasers should send in their orders as early as possible to
F. KING AMD CO., LTD., 62, ST. MARTIN'S LANE, LONDON, W.G.
POBLISHEUS AND PBOPBIETOHB.
Contributions and article* likely to prove of interest to our readers
will receive due attention, but in all cases the name and address of the
writer must be given, not necessarily for publication.
All matter intended for publication should reach us not later than
the 10th of each month, and be addressed to Thb Editor of " Tub
Actomotob and Horskless Vbhiclb Journal," 62, St. Martin's
Lane, London, W.C. Stamped envelope must be sent if the manu-
script is required to be returned. The Journal is published the
middle of each month.
All Advertisemente should be addressed to F. Knta AND Co.,
LlMlTBD, 62, St. Martin's Lane, London, W.C, where Advertising
Rates may be had on application.
The Annual Subscription is Is., including prepaid postage to any
part of the world. Single copy Id., post free.
Cheques and Post Office Orders should be made payable to F. Kin &
AND Co., Limited, and crossed London and County Bank; otherwise
no responsibility will be accepted.
Special Notice.
Thb Automotor and Hobsblbss Vbhiclb Journal can be
obtained from all Mbssks. W. H. Smith and Son's bookstalls, and
the following Agents : —
London : Pottlb and Sons, 14 and 15, Royal Exchange, E.C.
Wholesale : Bbbtt and Co., 5, Pilgrim Street, Ludgate
Hill, E.C.
Birmingham : J. MoCann, 37, Union Street.
Manchester : John Hbtwood, Deansgate.
Newcastle-on-Tyne : C. C Ross, 35, Side.
Paris : Hovbrb Mobeau, 97, Rue Nollet.
Victoria (Australia) : Phillips, Obmondb, and Co., 169, Queen
Street, Melbourne.
When any difficulty is experienced in procuring the Journal from
local newsvendors, intending subscribers can obtain each issue direct
from the Publishing Office, by forwarding remittance of Is. for
12 months' subscription, post free (or at the rale of Id. per copy).
Most of the back numbers can still be obtained at 6d. per
copy, or 7d. per copy post free.
INDEX TO VOL. I
It Published Free with tie CctAer Number,
NOTICE.— The price of Volume I, bound complete, was first rjised
to One Guinea net, and then Two Guineas, and is now entirely
out of print.
COVERS FOR BINDING
VOLUME I
OF THE
AUTOMOTOR & HORSELESS VEHICLE JOURNAL
Price Is. 6d.; Post Free, Is. M.
Can be obtained through the usual Agents, or direct from the
Publishers.
Proprietor, and PuDUahere— P. KINO ft CO., LIMITED,
62, St. Martin'* Lane, London, W.C.
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Jak0aet,1898.] TBE AUTOMOTOR AND HORSELESS VESICLE JOURNAL.
139
QORPOBATION OF WOLVERHAMPTON.
The PUBLIC WORKS COMMITTEE are prepared to receive
DESIGNS and TENDERS for MOTOR-VANS for Street
Scavenging and the conveyance of Road Materials.
Drawings and a full description of the motive power, capacity,
and other particulars, addressed to the " Chairman of the Public
Works Committee," to be delivered not later than MONDAY,
February 7th, 1898.
Outline specification and form of tender can be obtained on
application to the Borough Engineer's Office.
The Committee do not bind themselves to accept any proposal,
and firms tendering do so at their own coat in every respect.
J. W. BRADLEY, C.E.,
Borough Engineer and Surveyor.
Town Hall, Wolverhampton,
December 21st, 1897.
The Automotor and Horseless Vehicle
Journal.
A RECORD AND REYIEW OF APPLIED AUTOMATIC LOCOMOTION.
JANUARY 15th, 1898.
DIARY OF FORTHCOMING EVENTS.
Notices to be included under this heading should reach the
Office not later than the 12th of each month.
[For full programme and proceedings of the Self-Propdled
Traffic Association, see p. 105.]
1898.
Jan. 20-29 .. Midland Cycle and Motor-Car Exhibition,
Bingley Hall, Birmingham.
Feb. 3-12' .. Sheffield 'Cycle, Motor-Car, and Accessories Exhi-
bition, Drill Hall, Sheffield.
Feb. 14 .. Yorkshire College Engineering Society — "The
Steam Turbine Engine and its Applications,"
by John D. Bailie (C. A. Parsons and Co.,
Newcastle).
March 6 and 7 Marseilles and Nice Race (organised by La France
Automobile).
May 2, 9, 16, 23 Society of Arts Cantor Lectures — " Electric Trac-
tion," by Prof Carus Wilson.
May 24 . . Self - Propelled Traffic Association (Liverpool
Centre) Heavy Vehicle Trials.
June •• . . Motor- Vehicle Exhibition, Paris. Automobile
Club of France. Sections — (a) Automotor
vehicles which have given proof of their
practical efficiency ; (6) Industries connected
with automobilism ; (c) Motors adapted for
automotors ; (d) Vehicles adapted for auto-
motors.
Concours of the Automobile Club Beige.
July 5 . . . . Race from Paris to Amsterdam, under the
auspices of the Automobile Club of France.
1899 .. .. Race from Paris to St. Petersburg, under the
auspices of tne Automobile Club of France.
1900 .. .. Paris International Exhibition — Great Display
of Automotor- Vehicles and. Allied Trades.
MM««MMMMMMMMMMMM^
ANSWERS TO CORRESPONDENTS.
Eusticus. — We have forwarded your letter to a respectable
firm of patent agents, who will doubtless communicate with
you.
Chichester.— The address is Whitehall Court, London, W.C.
Electric. — Your information was quite correct, but although
all arrangements were made, the van did not start on
Monday last.
J. Ledger (Dunstable). — The vehicle you require could be
obtained from the Daimler Motor Company, 219, Shaftes-
bury Avenue, W.C.
Reversing (Manchester^. — (a) No. Decidedly not What you
suggest is practically impossible (6) You will find the
fullest details in our Automotor Pocket-Book for 1898.
German icus. — The agency has only just been taken up for this
engine in England. If space permits we are giving a full
description in the current issue, but failing this, it will be
in our next
No. 1 (Liverpool). — Volume I is entirely out of print Although
we raised the price, first to one guinea and afterwards to
two guineas, every copy has gone. We can still send you
all the back numbers at "Id. per copy, with the exception
of No. 1. Thanks for good wishes.
Investor. — It is impossible for us to repeat the figures and
particulars you ask. Refer to our index to Vol. I, published
in our October number, and all references both to the
Syndicate and kindred matters can easily be traced.
P. F. (Dundee). — Our 1898 Pocket- Book was published just at
the end of last year. We feel sure you will find in it all
you require, and we should advise you seeing Messrs. Julius
Harvey and Co., Consulting Engineers, of 11 , Queen Victoria
Street EC, upon the matter.
+0^*0*0m0*m*0*******^^^^0
HIGH OR LOW TEST PETROLEUM.
As our readers are aware, for some years past an agitation
against the use of low-test petroleum burning oil for domestic
purposes has been carried on by various newspapers and
persons who, under the guise of protecting public interests,
really pander to popular ignorance and popular prejudice.
This agitation has derived much of its force from the fact that
the supply of burning oil to this country has virtually been an
American monopoly. The burning oil so supplied complies
with our Petroleum Acts and " flashes " between 73" ana 78°
about That a vast number of deaths and much family distress
have accompanied the use of this oil is only too truf , and hence
the uninformed, non-technical, but very hysterical writers in
the daily Press have got in the habit of speaking of ordinary
burning oil as the " deadly 73°." Now in those cases of death
or maiming where a careful examination of the exploded lamp
is made, it is invariably found to be the case that the lamp was
of improper construction, that it was dirty, that it was not
properly trimmed, and, lastly, that the user was crassly ignorant
of the means to be taken, not only to ensure a good light but
also safety. We have, in short, a cheap and wholly improper
lamp in which is burnt a cheap oil, and the thing is used by the
least educated classes of the community, with the natural result
that fires and explosions occur with alarming frequency. To
say, however, that this state of things can be remedied by
raising the flash point is inaccurate. Perhaps the best and
most effective means of avoiding these disasters would be to give
practical instruction iu the Board Schools on the use of petroleum
and lamps. The writer proposed this a few years ago to the
Loudon School Board, but that body was too busy over the
more vital and soul-absorbing question of religious teaching.
However, Parliament has been asked to raise the flash point to
100° F., and since 1894 a Select Committee has been sitting at
intervals, but so far has not yet reported, and we should not be
surprised to learn that their finding will be to the effect that the
commercial disadvantages attending a high-flash point are far
greater than the risk attaching to the use of low-flash oil. While
we quite admit that oil of 100° F. is safer than oil of 73° F., yet
to render the use of the former compulsoty by legislative enact-
ment is a drastic measure only justified by the most urgent
necessity. We must recollect that in tens of thousands of
families the so-called " deadly 73° " is used with perfect safety
simply because common sense obtains in most households.
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140
THE AUfOMOTOR AND HORSELESS VEHICLE JOURNAL.
[.Taxvaby.ISWJ.
The experience of the whole community is to the effect that
this so-called " deadly 73°," if burnt in good lamps, is a per-
fectly safe illuminant. If while raising the flash point to
100° F. steps were also taken to ensure the employment of
reasonably safe lamps, then the object ostensibly aimed at, viz.,
the safety of the workers' lives, would be achieved, but raising
the flash point to 100° F. and then burning the oil in defective
and improperly-made lamps is like putting new wine in old
bottles. Besides, the small increase in the proposed flash point
would not greatly promote safety. If danger lies in the use of
low-test oil in bad lamps, will this be much, if at all, lessened
by raising the test by trie small amount of 27° and burning the
oil in the same description of lamp ? On the other hand,
raising the test means increasing the price. The public, or
rather that section of it that gets burnt, will always buy the
cheapest article irrespective of quality, and if it be logical and
praiseworthy to prevent them buying low-test oil, is it not
equally so to prevent them buying cheap and defective lamps ?
In this question we must carefully avoid the claptrap and drivel
with which it has been surrounded by such papers as the
Daily Chronicle, Star, London, and others after that kind. We
shall, of course, be told that we are defending low-test oil for
any but righteous motives. As a matter of fact, we defend the
low test because this oil is extensively used in oil motors. This
oil is easily volatilised and converted into gas, and the higher
the test the higher the temperature at which the oil is gasified.
If we have a legal high test it- will mean the abandonment of
a reasonably safe oil {low test) and using the still more
dangerous lower flashing hydro-carbons. And the automobilist
and the store dealer must ask. Is it safer to keep a store of 73°
petroleum or of spirit which flashes at ordinary temperatures ?
All things considered, we say no sufficient case ha* been made
out for' raisins the legal limit. Really, however, all the hysteria
indulged in t>y the uninstructed daily papers of a certain
political complexion springs, not so much from any desire to
benefit the working classes as from a wish to break down the
practical monopoly of the sale of petroleum enjoyed by the
Anglo-American Oil Company. M e quite sympathise ' with
this up to a certain point. The Anglo-American, or rather
its parent, the Standard, controls the oil production of
the United States. The other great oil field is in South-
East Russia, and is controlled by the Rothschilds and
Nobels. Similar oil to the Russian is obtained in Galicia.
These two oil-producing centres practically supply the world.
We are now told that the American monopoly is about to be
broken down, by the placing upon the English market of a
" Water White " Russian oil, flashing at 103° F., by another
group of monopolists, headed by the Rothschilds. We are not
greatly concerned in the matter, any further than if it means
a reduction in price we shall welcome the competition ; and
if this high-test Russian oil can compete with the American
low-test oil so much the better. It is, however, worth while
to point out that the heavy Russian oil does not burn so well
in common lamps as the lighter American. We, of course,
welcome every improvement in manufacture which enables a
better article to be supplied at a lower price, and so are quite
content to see Rothschild and Rockfeller fight for the English
market What, however, we protest against, in the interest of
automobilism, is the placing of any further legal restrictions
upon the sale and storage of petroleum, and hence we are in
favour of the low-test limit being maintained.
G. H. L.
PERSONAL.
It is gratifying to us to note the very widespread manner in
which our Journal is l>eing quoted in regard to various matters
connected with motor- vehicles, a special instance being an
item of news which we exclusively published in our issue of
December 15th last, announcing the inauguration of steam
motor Post Office |>arcel vans, known as the " Lifu," by the
Fost Office authorities. Amongst a very large number of
leading newspapers that gave due prominence to our exclusive
information, we are pleased to note the following :— The Times,
Engineer, Financial Times, Daily Mail, Evening 3r*tfl»j Star,
Daily Graphic, Sun, Liverpool Journal of Commerce, Birmingham
Daily Post, Leicester Mercury, Electrical Review, Rialto, Engineer
and Iron Trades' Advertiser, Local Oovernment Journal, Railway
Times, Civil Service Gazette, &c. In most instances, as befits
high-class journalism, full credit was given to us for the
information, but we are sorry to note some exceptions, viz.,
the Daily Telegraph and Daily News. Considering the repu-
tation these papers are credited with we must confess we were
somewhat surprised. Thev certainly did not use the infor-
mation on the day of publication, but rightly or wrongly no
doubt took the trouble to check its accuracy before making
any announcement upon such an important departure ; but
the paragraph which appeared in their issue of December 15fch
was followed on the 17th by' a leading and also special
descriptive article upon the same subject. We are happy
to believe that this sudden interest in the matter was the
result of the information with which our Journal had supplied
them ; but we certainly think that a slight acknowledgment
of its source would have been not more than courtesy required,
to say nothing of journalistic etiquette.
Who Makes the Post Office Motor-Vans ?
Bkfkrbing to this Post Office departure, a '' G. H. Shareholder"
writing t9 the Financial Times asks " whether the successful motor-
van being used by the General Post Office was built by any of the
Lawson group of companies, or is in any way covered by any of the
' master patents ' of which we have heard so much."
The latter part of the following reply from the B.M.8. Secretary
is sublime in its condescension and assumed superiority : —
To the Editor of the Financial Times.
Sib, — Replying to the letter in to-day's issue respecting the use of
motor-vehicles by the Post Office, I should like to say fiat the depart-
ment has been using and testing our vans for some time past. Tho
vans have punctually done duty day after day, calling at the various
offices to a fixed time-table, receiving Her Majesty's mails, and
punctually discharging the same. Several route* were triel with
complete success. Wo carried 12 cwt., but beyond tliis size we have
nothing in 6tock at present. The Post Office authorities expressed
their extreme satisfaction at the splendid manner. in which our
motor-vans performed their duties. As a result, we are n jw building
three larger and more powerful vans, to especially meet the require-
ments of the Post Office night work and heavy loads. The expense
of working was only fractional to the expense of horse-drawn vans.
We understand a steam van, in which petroleum is burnt as fuel to
heat the boiler to generate the steam necessary to drive the engine,
is also being tested, together with other systems. Wo use a few
drips of petrol spirit and a few pints of atmospheric air at every
stroke to move the engine, which is exceedingly clean, and works so
perfectly that smoke, sulphur, and other offensive fumes are entirely
absent in working. Our little petrol engines are being proved
"master patents," but we do not claim the use of petroleum as
fuel, and without wishing to discourage experiment in that direction,
we think, from the result of ourown experiments, that the intolerable
fumes of petroleum when it is being burnt at fuel would make it
quite insufferable for ordinary street traffic. No doubt for traction-
engiue purposes along a country road it might be useel with a fair
amount of success. — I am, dfcc, Chables Jabbott, Secretary.
The British Motor Company (Limited),
40, Holborn Viaduct, E.C., December 2Ut, 1897.
THE DAILY PRESS AGAIN.
The daily Press professes to advise and instruct the public ou
everything — especially motors. With absolutely no technical
knowledge or experience the scribes in Fleet Street will criticise
a yacht or an armour plate rolling mill. These are the ignorant
people who inform their readers that a new battleship designed
by the ablest men in the country is " 50 feet too short " or too
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141
long, or too anything. Naturally the performances of the
Heilmann Locomotive, which we shall describe next month,
came under this critical survey, and many and curious are the
opinions that have been expressed. Thus the Daily Chronicle
labours under the idea that the Heilmann locomotive can hardly
pay because it is worked by accumulators ! It were charitable
to assume that the writer of this precious " opinion " made a
mistake, as we are all prone to do, but this is to expose his crass
ignorance, because no one with any knowledge of accumulators
or locomotives could for a moment make such a blunder. We
then have the Daily News — a paper of literary reputation —
publishing a leading article on the " Transmutation of Metals,'
and inferentially asking its readers to believe that, thanks to
the discoveries of an American " scientist," silver can be trans-
formed into gold. Of course the Daily Nnot has been badly
" had " ; but really in this age of education is it too much to a«k
that newspapers of standing and reputation should refrain from
publishing as sober, solid information matter which any fairly
well educated boy would at once classify as " rot " 1 We should
not allude to the shortcomings of our daily contemporaries were
it not that many of them in their capacities as "leaders of
thought," " framers of public opinion," and " voices of the
masses " publish such erroneous statements concerning auto-
mobilism. Thus in our last month's issue we showed how
deplorable was the ignorance of a leader-writer of the Daily
Telegraph on the turning powers of automotor vehicles. We
therefore feel it incumbent upon us to show by actual example
that the opinion of the daily Press on technical matters is, to
put it mildly, utterly unreliable. So long as they report fact-;
as they observe them, the lay Press is always interesting, if ncit
instructive. On politics, religion, art, and such like matters
which do not admit of scientific solution and which require n-<
special knowledge in order to express an opinion or criticism,
the daily Press is also interesting if not useful. When, however,
it expresses opinions on material things which are directly
subject to physical laws, then it is neither interesting, instruc-
tive, nor useful, and it justly incurs animadversion.
IMPORTANT CORRECTION.
LINDSAY'S COIL CLUTCH.
— • —
With the extension of automobiliem and the use of oil-motors for.
vehicles, the demand for a really good clutch is not likely to flag.
In the majority of automotor vehicles thu weak point is usually the
speed-changing gear, and this, sooner or later, gives trouble because
the motion is either arrested or imparted suddenly. A clutch which
acts not only as a means of transmitting power, but which permits
Wis regret to have to make a rather important correction in
our Pockbt-Book, and one which we discovered ourselves i
and are not indebted to (as is usually the case) any of our I
readers.
On p. 79 we give a formula for determining the horse- |
power required to pro]iel a vehicle on an incline. This should I
read — '
H p _ (R- Oos a + 2240 Sin a) W.V.
" 375
JfiiJbmdar^timal •
flu. 1.
fiis to be transmitted in either direction or varied, as regards speed,
without the slightest shock or noise, und which also acts as a most
efficient brake, finds its proper role in automotor vehicles. Such a
clutch is Lindsay's Coil Clutch, which we illustrate in the accom-
panying drawing. The principle of this transmitting device is very
In the Pocket-Book the expression Sin a has been omitted.
The Iiiverpool Heavy Weight Competition. — We trust that
manufacturers are going to show our Continental friends that
the hand of the British designer has not lost its cunning, and
that in spite of the restrictive — and we think needlessly so —
clauses as to weights that, if not the proverbial coach and four,
a heavy motor-wagon can be, as we think it can, driven through
the Locomotives on Highways Act. The successful builder
of such a vehicle will not, we can assure him, find his work
unappreciated. On the contrary, he will have his hands full of
orders for the next few years. Apart from the advertisement
to lie derived from gaining a prize from the S.P.T.A. there is
thus a distinctly solid inducement held out. One well-known
Liverpool shipowner, largely interested in cartage, haw publicly
announced his intention to place an order for 50 wagons directly
the first one is passed by the judges. The large carriers of
London are closely watching developments and, as we are
assured by one of them, they will discard horses on the first
opportunity. We may say from our own knowledge that
French and German firms are competing, and it will be a
thousand pities if the prize has to go to an alien.
simple. Ono of the cheapest and most efficient brakes is that
employed by winchmen on board ship, and also by most French
makers of automotor vehicles. A rope, either of heuip or wire,
H made fast at one end, and a few turns taken round the
rotating axlo or shaft, and the free end light y pulled; fr.ctional
resistance tightens up the rope, and so close is the grip that the
motion is quickly arrested, but not instantaneously. Heilly, such
a device is un absorption dynamometer. liy employing u ropo
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THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[ Janitaby, 1898.
sufficiently strong, and using enough turns, the motion of shafts of
the largest sues can be more effectually arrested than by any other
means. In applying this principle various modifications, in which
the coil is applied, may be employed. But the Coil Clutch and
Pulley Company, of Slough, the manufacturers of Lindsay's patent,
make two types. In the one, a coil of steel, of square section, is
attached to the pulley or pinion to be driven ; on tho driring-shnft
is a steel-covered sleeve which is keyed to and revolves with the
latter. By means of a sliding clutch the other end (the free end)
is made to engage the sleeve ; the result is that the whole coil grips
the sleeve with an intense and uniform force all round its periphery,
and the motion of the driving-shaft is communicated or, conversely,
by releasing the grip the motion of the driven shaft or pulley is
arrested. In the illustration we show how this coil clutch is applied
lo launches worked by uni-direction oil-engines. It will be seen
that the coned clutches are connected to the wheels, and the sliding
sleeve is inserted by means of a lever into that one it is desired to
drive.
Another form of coil clutch is shown in Fig 2. This clutch consis's
of a chilled sleeve keyed to the shaft, around which chill a tteel
coil, of diminishing section, is wound, and by means of a bell-crank
lever, actuated by a sliding plate, the coil is tightened on the sleeve
and, coil friction being set up, the clutch commences to drive
This clutch is lighter and takes up less room than the other type
(of equal power), and has the advantages of starting and stopping
instantly. It can, if desirable, be put slowly into gear so as to pick
up the heaviest of drives without shock, and yet be released in an
instant.
It is quite shockless in its action, and particularly suitable for
heavy drives, such as the heaviest kind of motor vehicles ; for the
lighter vehicles we should recommend a modification of Fig. 1.
These clutches have been extensively used in tramcar propulsion,
indeed, it is only by their use that gas and oil engines can be used
for this work.
The coils are forged from gradually tapering steel bars, and are
wound into helices. The varying section supplies the strength at
the part where it is needed, and renders the coil more elastic- and
delicate in action. So sensitive is it that a very small boy can, and
does, manage a rolling mill, reversing it seieral times a minute, and
without putting more than the minutest amount of end friction on
the clutch disc. Immediately the pressure is released from a coil
it liberates itself with absolute certainty, while the moment it is
pressed it takes up its work without noise or shock. The clutch
bosses, or sleeves, are of deeply chilled cast iron, ground to a fine
surface. Naturally there is an enormous pressure on them, and it
is for this reason that they are made as hard as possible. As an
evidence of the extreme delicacy of coil clutches, we may mention
that the same coil will act both a3 clutch and a brake. For instance,
if such a clutch be fitted to a winding drum or hoist, the load may
be held stationary in mid-air without stopping the engine, the
friction between the coil and the sleeve being so readily graduated
that the road neither runs up nor down. If the hoist is to be
driven both ways by power, then a double-acting coil is fitted, con-
sisting of a coil with a central head and with right and left-handed
convolutions on either side, and the load may be held either in
ascending or descending.
These clutches seem to us to meet a very practical problem in
motor-vehicle design, as they not only act as transmitting clutches
but, by the means shown in the illustration, they enable the direction
of the driven shaft to be so easily reversed or the motion stopped.
Should any readers bo interested in the matter, the Coil Clutch
Company state that enquiries can be addressed to the following
manufacturers of motor vehicles, who have used these clutches : —
Mtssrs. Urquhart and Bolce, 67, Barton's Arcade, Manchester;
Messrs. Boots and Venables, 100, Westminster Bridge Road, London ;
and the Clement Cycle Company, Paris.
•m*^mmmmmmm#^*#mmW^w
The Motor-Oar Company. — This Company has recently removed
from their former premises iu Bed Lion 8quare, and has taken larger
and more extensive premises at 98 and 94, Long Acre. They have
a large stock of motor-carriages on show, umong them being several
very fine specimens of the eurriuge-builder's art. In pcrtieular they
have a steam landau fitted witii two pairs of vertical engines, thus
dispensing w'ith differential gear. Steam is supplied from a coil
boiler, and the heat is obtained from a Bunseu burner of special
construction. We hope to illustrate this fully in a future issue.
At present the trials have not been completed.
REVIEWS OF BOOKS.
Whitaker'i Mechanical Engineers' Pocket Book. — If there be
one book more than another that is almost an essential to the man
of affairs, it is " Whitaker's Almanack," which is *«» generis, but as
regards pocket books relating to the engineering profession there are
not a few, and we do not think Messrs. Whitaker will find such a
demand in the future for their new venture as they have experienced
for their better known volume. Not but what the present work is in
every way worth its money. It is edited and compiled by a well-
known engineer — an authority in his own special branch — Mr. Phillip
R. Bjorling, while the paper, printing, binding, and general get-up
make it resemble an edition de luxe rather than a prosaic book of
figures intended for office use. A Pocket Book for " Mechanical "
(tic) Engineers is rather a large order, as the field of mechanical
engineering is so vast that the data, &c., relating to many important
branches cannot be gathered together in much less than ponderous
tomes. At the same time Mr. Bjorling has performed his task well
and ably, and really covers a lot of ground. He gives no less than
130 separate tables. In his arrangement, too, he is properly
methodical, and all the subjects are classified. One thus has no
difficulty in finding a thing, or if one has, a very copious and com-
plete index can be consulted. It i* much to be desired that the
Institutions of Civil and Mechanical Engineers would arrive at a
suitable nomenclature. Thus, one maker of pocket books calls a
speed S, another V ; with one a weight is W, with another it is P,
or some other letter. Mr. Bjorling does not seem to have followed
any of the leading writers on engineering in this respect, but has
adopted the alphabetical system of writing nis formulae. We already
have not a few ways of expressing the same thing, and this at times
leads to confusion in drawing offices, where one man uses Molesworth,
another Sea ton, and another Mackrow ; and the latter name reminds
us that Mr. Bjorling has not included much information relating to
marine engineering or naval science in his book. On those subjects
with which Mr. Bjorling's name is honourably identified — pumps
and water — the information is distinctly good and in many respects
original, the data relating to hydraulics being especially so. Mining
n.achinery is also well treated, and the same remark applies to
gearing. On that particular branch of engineering with which we
are more particularly concerned, viz., automobilism in its various
forms, not much is said, but what is, is good. In conclusion, we
can honestly recommend the work, which is not dear at the price— 6*.
CATALOGUES.
— » —
Pohtablk Railways, or,as we should term them, light railways, are
a subject occupying a good deal of attention just now at the hands
of County Councils and others. Messrs. Boiling and Lowe's
catalogue of their light railway plant affords a deal of very useful
information which may be studied with advantage. They supply all
kinds of railways, from the temporary line laid down to transport
sugar or other produce, to the kind of line which would pass the
Board of Tra-ie. They also give prices to all the various parts, and
this will greatly assist in getting the estimates, while the numerous
illustrations give a large field for selection.
Thb " TBUSTr " Oil-Enginb is a well-known and highly appre-
ciated motor ; since its advent some years ago it has been from time
to time improved, and at present is, perhaps, as perfect as an oil-
engine operating on the Beau de Rochas cycle can be. In this last
catalogue we notice that the makers have introduced some new types
of portable engines which we should think would sell readily in
country and colonial districts, or wherever a reliable motor was
wanted and where petroleum could be obtained. A good point about
these motors is that they consume common lamp oil and cost little
or nothing in the shape of skilled attendance. The catalogue which
the makers have sent us contains the records of tests, &c., made by
various engineers. It is worth noting that the Trusty Oil-Engine can
be easily converted into an ordinary gas-engine.
MMW***^^^^^*AMM««M^^M*
Namn denna tidskrift "The Actomotoband Horseless Vbhicie
Journal " nar ni tillskrifvcr annonsorerne.
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jaxitauy, 1893.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
143
THE POST OFFICE MAIL VANS.
Nothing can be more satisfactory than the performance of the
" Lifu " mail vans under the Post Office arrangement}. So far there
has been no hitch or delay of any kind. On the contrary, as
will be seen by Messrs. Julius Harvey and Co.'s letter elsewhere,
the schedule times have bean beaten repeatedly, and it has been
abundantly demonstrated that muoh less time t!ian is accorded to
howe-drawn vehicles is required for the delivery of mails, 4c., when
efficient automobiles are employed. Messrs. Julius Harvey and the
' Liquid Fuel Company have achieved a distinct success ; they have
practically demonstrated the superiority in every way of the auto-
motor, and its great adantages for postal service. It is n dst net
Waiting1 tat the Perfect Dust-Cart.— A short time ago the
Vestry of Kensington instructed the Plant and Wharves Committee
to report upon the employment of motor-oarts for the collection of
house refuse. In this connection the Committee, at a recent Vestry
meeting, submitted the following report from the Vestry Surveyor : —
" I have considered the question of motor-vans for the parish work,
and am of opinion that steam or oil motors are unsuitable for the
work of the Vestry, but that the adoption of eleetrioally-propelled
vans, as suggested in my report of March 12th, 1892, is highly
desirable. The only question is whether the time is ripe for their
adoption. Upon this point, after carefully considering the subject
and all the details connected therewith, and after consulting the
best authorities in the metropolis, I am of opinion that the subject
should be dererred for the present. I may add that as I was the
triumph for mechanism over animal power. While congratulating
the firms mentioned, we must also congratulate the Post Office
officials on their quick appreciation and foresight. The above
illustration shows the general appearance of the van.
■V**VW%*V*^**^rt#W**^^J'«"VW
All the leading types of Motor-Carriages are fully dealt with in
The Automotob and Homeless Vehicle Pockbt-Book of Auto-
n.otire Formula; and Commercial Intelligence for 1898, which
contains over 200 pages of information. Price 1*. ; post free,
1*. 2d. ; leather, I*. 8rf., of F. King and Co., 62, St. Martin's Lane,
London, W.C.
first municipal surveyor to suggest the employment of electric
traction for the haulage of dust-carts, I will take care that this
Vestry shall not be behindhand in the prudent adoption of such
motors, but at the present time I am of opinion that it is not
advisable to go in for same." In presenting this report the Plant
and Wharves Committee expressed their concurrence in the opinion
therein stated. We would like to know what technical knowledge
of automobilism this Vestry Surveyor possesses, wbat degree or certi-
ficate of engineering he holds, and who are the " best authorities."
We would suggest to the Kensington Vestry that tbey reconsider
the matter, as on the face of it the advice is not, we think, justified
by present practice.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[January, ISP8.
NOTES OF THE MONTH.
His- Majesty Leopold, the King- of the Belgians, has
accorded his patronage to the Brussels Cycle and Automobile
Show, on the committee of which are M.-Le Baron de Zuylen
and Sir David Salomons.
General Billot was much struck by the work done by the
automobiles tested last autumn over a tract of country 120 miles
in length, and he has ordered two carriages from M. Peugeot
and MM. Panhard and Levassor.
The motor-vehicle has made its appearance in Cape Town,
Messrs. Koenig and Co. having imported what seems from the
description in the Cape Times to be a Benz motor. It can
carry eight persons, and has a range of speed varying from
1 to 16 miles.
Who is responsible for disseminating the absurd canard to
the effect that the Coachmakers' Company is offering prizes this
year for the best designs of motor-vehicles ? Quite a number
of papers have been thus hoaxed. As a matter of fact, as we
point out elsewhere, the Company assure us that they are not
offering any prizes this year.
This is from the Olobe : — From a journal of the distant future
we cut, with a prophetic pair of scissors, the following para-
graph : — " Some 29 inmates of the Home of Rest for Motor-
Cars enjoyed their New Year's dinner on Saturday. Each
motor-car received two gallons of best paraffin and a pint of
machine oil. The oldest inhabitant of the home is Rattle-your-
Bones, the only surviving car which took part in the fatuous
initial run to Brighton in 1896."
At a recent special meeting of the Hamilton Town Council
an application by the Stirling Motor- Carriages (Limited) for a
feu plot of the vacant ground on the town lands for this new
industry was considered. It is proposed to plant the works on
the same site as the gasworks. The Motor Company asked for
three acres of ground, and the recommendation of the com-
mittee was to grant this at lis. 6d. per pole. A n amendment,
however, was proposed fixing the amount at 2s. 6d. a pole, aud
this was eventually carried.
While many municipalities and vestries are displaying a
gratifying eagerness to obtain motor dust-carts — a progressive
and liberal wish with which we strongly sympathise and
encourage — Camberwell intends to use motor watering-carts, a
most capital and economical idea. The water can thus be used
for cooling and condensation at absolutely no cost. We observe
that Mr. Daldorph intends to ask the Clerkenwell Vestry to
instruct the clerk to ascertain the cost of purchasing and main-
taining an electric water-van for street watering in the parish,
and to report on the question to the Works Committee.
Horse cardrivers and- conductors in Leeds are required to have j
an extra license before they are allowed to act as " motor" men
• With the village carrier we are all familiar, but he, like all
human institutions, is liable to change, and we are afraid that
the horse and cart that used to jog comfortably between one
town and another is likely to be replaced by the swift, rushing
motor-van. Mr. Love, of Kirkaldy, N.B. — a daring iconoclast
— has started a carrier's business with a motor-van, and is
carrying parcels, goods, &c, in it with considerable success.
From an account in the Fifes/tire Advertiser, it would seem
that Mr. Love has the nucleus of a big business in his hands.
We wish him every success.
At Partick, N.B., one of the local Councillors, Mr. Logan,
speaking on offers for the proposed extension of the lighting
department, said it had been' suggested that they should do
away with horses for the fire brigade and use motors. In that
case the present stables could be utilised for the lighting depart-
ment. The Provost, said there was no particular reason why
they should rush the matter, and he thought they should be
very cautious about adopting motors for the brigade. They
might break down at the most critical moment. Ultimately it
was agreed to delay acceptance of the offers for a month.
Perhaps some of our readers will enlighten the worthy Provost.
This is from a new paper called the Sunday Special : — " The
world is badly in need of a genius who will invent a new form
for motor-cars. The electric cabs on London streets are too
much like growlers that have forgotten to bring along their
shafts and horses, and the tricycle hansom, .which the Olobe
bemoans has not found favour in English eyes, is too much like
unto a bath-chair to meet with the approval of able-bodied
beings. Some new form is wanted, something dainty, fragile-
looking, tasteful, aristocratic, and airy, yet as unsinkable as a
bell-buoy. Anything with the elegance of a gazelle and the
gazelle's speed, but strong enough to crush a brewer's dray,
will do."
All the horse tramcars have been taken off the streets of
Buda-Pesth. The whole of the tramway lines have been con-
verted into electric lines for a length of 70 English miles,
while the Buda-Pesth Underground Railway also has electric
traction for a further distance of 53 miles. This is not bad for
a town of only 600,000 inhabitants ; but the Hungarians are
not yet satisfied, and plans for an extensive system of electric
elevated and underground railways have just been made public,
and received with general approval, like everything else tending
to embellish or improve the thriving city. It is said that Buda-
Pesth is the only large town in Europe in which the horse
has been banished from the streets, so far as the trams are
concerned.
One "J. G. S." writes from the New Club, Glasgow, to
The Eiujineer thusly : — " Some time ago I noticed in your
advertising columns notices of self-propelled carriages. I do
not see any advertisements of this kind now. Are the makers
of these carriages now so busy that they have no need of more
orders, or is it that they have been unable to cope with such
orders as they have received ? Being desirous of obtaining
a motor-carriage driven by electricity or other power, I find
that after examining the advertising columns of the technical
Press, and of bicycling and sporting papers, I am still unable to
find any clue as to where I should address myself. I enclose
my name and address, and should be very pleased if any of the
makers should consider it worth their trouble to fulfil my
wants."
" There must be many people," says the Newcastle Chronicle,
" who sigh for the advent of the automotive car on humanitarian
grounds. In the vicinity of Elswick the other day (writes
a correspondent) a pony attached to a heavily-laden cart was
being thrashed unmercifully up a very steep bank by its driver.
The poor animal, judging by its projecting bones and meagre
appearance, seemed half starved ; the load being sufficient for a
well-fed horse, the excessive strain upon the pony can be more
easily imagined than described. The ordinary whip in this
instance proved inadequate ; therefore the driver belaboured
the exhausted pony with a heavy cudgel, forcing it, against its
limited strength, to the top. This kind of ill-treatment is
unfortunately very common with boys leading coals and other
household requisites, but something better is looked for from
those who have arrived at years of discretion. There is, how-
ever, some consolation in the reflection that in the near future
these cruelties will terminate with the installation of motor
traffic,"
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THE AUTOMOTOR AND HORSELESS VESICLE JOURNAL.
145
Although Coventry is supposed to be a home, if not the
home of the motor industry, the local Solons have hardly
appreciated the fact. We read that at a recent meeting of the
Town Council Councillor Johnson called attention to the possi-
bility of using motor-power for Corporation dust-carts, as was
done at Chiswick. The saving he estimated at £1,000 a year.
Councillor Lee had a few words on the same subject, and it
appeared from an extract read by Alderman Marriott from the
city engineer's report on the reorganisation of his department,
that in his estimate he had not considered the possibility of
using motor instead of horse power, but if such a thing were
possible it would save a large expense on horse keep. Just
conceive, if you can, the abysmal ignorance of a person who
says if it were possible to employ a motor dust-cart, &c. Had
the proposal been to employ lalloon cycles a doubt might well
have been expressed, but after Chiswick there can be no
question of possibility.
THE BUFFALO INJECTOR.
For boiler feodidg fecd-putnps are usually employed, but in situations
such as heavy steam-operated automotor vehicles, where it is absolutely
necessary to avoid unnecessary weight and to economise in space, an
injector is unquestionably the tiling. The advantages of a good
injector are very numerous : they contain no moving parts ; they are
automatic; they require but little ' steam ; they can- inject at any
pressure and" at nearly all temperatures ; they are very light j and,
lastly, they are, as compared with ordinary feed-pumps, very
inexpensive. Their principal disadvantage is that, as usually made,
they are not very accessible for cleaning, and any substance brought
Under legal intelligence we report a case in commenting
upon which the Olobe says : — "A policeman on duty in Holborn
Circus on Thursday had a rather novel experience ; for he saw
an old gentleman who was crossing the road suddenly caught
up and whirled away by a motor-car, which was travelling at
the rate of 14 miles an hour. The case suggests possibilities for
the future. When the horse disappears from our street traffic,
we may thus be able to put an end to street accidents. A
modification of the railway cow-catcher in front of each car
will either tenderly lift up the careless pedestrian or shovel him
feutly aside. Perhaps inventive science will even produce a
ind of man-catcher, which would receive the foot-passenger in
a funnel-shaped net in front, conduct him through a flue under
the body of the carriage, and let him gently out behind, off a
platform which would tip. up vertically and land him on his
feet. There might also be apparatus which would collect his
gloves and umbrella, and replace his hat on his head, after
a rotatory iron and pad attached to the rear axle had given it a
glossy polish. This, however, might lead to abuses by persons
who would deliberately get in the way of motor-cars in order to
get their hats done up free of charge. Meanwhile, a system of
buffers such as are used upon locomotives, and fenders such as
are used upon boats, might enable the cars to bump and jostle
each other with impunity."
Improvements in Motor-Cars. — According to the Aberdeen
Free J'ress an ingenious, and what has all the appearance of an
important, arrangement in the construction of motor-cars has
been devised by Mr. John T. Clark, Rose Street, Aberdeen.
By this arrangement accumulator cases, containing accumu-
lators sufficiently charged for ordinary driving purposes, are
situated in a receptacle built under the bottom of the vehicle,
but having all the appearance of forming part of the body of
the latter, so that no unsightly appearance whatever is presented
to the eye. The cab to which it is proposed to apply the new
arrangement is designed like an ordinary cab, to carry four
persons inside, but on the seat in front, which is covered by a
neat canopy, there is room for one person on each side of the
driver. Mr. Clark has also introduced a new hansom to Aber-
deen which has the merit of being a distinct improvement on
the usual type. Ordinarily the front of a hansom folds open in
two halves, which the passenger swings outward on wishing to
alight. In the improved hansom, however, the front is circular
and upright — the upper part being of glass. It is in two halves,
•which run on grooves at the bottom and top, and on wishing to
open the front the passenger simply takes hold of two handles
within easy reach on either hand and slides the two halves
backward —one along each side. The doors can be moved also'
by a handle from the driver's perch, and altogether the arrange-
ment can be worked with the greatest facility.
over with the feed is liable to prevent tlieir working. In order to
surmount these practical objections, Messrs. Green and Boulding,
engineers, of 21, Featherstone Street, City Road, London, who have
had many years' experience with all classes of injectors, have placed
in the market the " Buffalo " Injector, which we illustrate, and
which has been designed to remedy the troubles previously referred
to. The B. Class is made so as to meet all ordinary conditions, and
will work either lifting its supply water or receiving under pressure
without any regulation or adjustment whatever. This machine is
*** Owing to the pressure on our space this month we are
obliged to hold over many items of interest.
made to work with steam pressure up to 140 lbs. per square inch.
The steam and siu-tion connections, as will be observed from the
illustration, being in a vertical line, in order to examine under
steam it is only necessary to slack the three connections and turn the
machine on the pipes when (and this is a great feature of this
injector) the forcer combining tube cun he withdrawn by hand for
examination or cleaning. Tlic injector is worked entirely by one
handle and is automatic, restarting in its action. For pressures above
140 lbs. and where high duty, such as warm water ami long lilts,
have to be encountered, the A. Cl«s» or higher grade machine must
be used. This is also worked by a single lever, and tho working of
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THE AUTOMOTOR AND HOUSELESS VEHICLE JOURNAL. [January, 1838.
the .machine Is of the simplest charaoter. These injectors have
only been on the market some 21 years, hut they have had a Tery <
large sale, thus testifying to their utility. ;
As we say, we think them especially suitable for feeding the steam i
boilers of heavy aulomotor vehicles.
a*^o^*^»<W»*»^*»*»*»*»*«
THE RIKER ELECTRIC CARRIAGE.
The accompanying illustration represents a type of electric motor-
vehicle which has been successfully placed upon the American
market by tho Kiker Klectrie Motor Company, of New York. As
will readily be understood, the car body can be of any desired kind,
and the Company manufacture several different styles of body ; the
same type of mechanism and its arrangement is applied to all. As
will be seen, the framing is tubular, the tubes being of steel and
H inches diameter. The wheels are of bicycle pattern, but, of course,
much stronger ; the steering wheels are 30 inches, and the driving
wheels 36 inches diameter, the wheel base being 6 feet. On the rear
The Riker Electric Carriage.
axle, which is, of course, in two parts, is the differential gear. The
fore axle is in one piece, the ends projecting within the centres of
the front hubs, where they are cupped, top and bottom, to receive
adjustable rones which pass through the inner hub. The wheels
swivel on these cones which replace the fifth wheel in the ordinary
vehicle. As the upper cone, the lower cone, and the point of
contact between the ground and tyre are all in a line and in the
same plane, it is apparent that any obstacle in the path of the wheel
would not slew it aside or affect the steering lever.
A motor of special design has been adopted. It is of a rectangular
multipolar-frame type, with two wound and two salient poles. At
one end the motor is swung by means of double-bearing clamps on
the rear tube at the side of the gear casing, and at the other it is
held by a double-spring suspension. The sides through which the
nrmature projects are entirely encased by aluminium jackets having
movable covers. The motor is series connected, with sectional-
wound cast steel field. The armature is form wound on a slotted
core, and has a large commutator. Its normal capacity is 2 kilowatts,
at 80 volts and 25 amperes, but it will stand a very large overload.
It weighs 142 lbs. complete, and operates at a normal speed of
1,000 R.P.M.
The desire to reduce the weight of the battery equipment while
maintaining or even increasing the discharge rates obtainable with
the present forms of battery has led to the development of a new
lead-zinc type of storage cell. Tho positives of this new battery are
of lead, while the negative is composed of a zigzag band of electrically
deposited zinc-coated copper alternating with each lead plate. This
combination gives an average E.M.F. of 2'3 volts, and a maximum of
25 volts. Each cell, as used in the vehicle, consists of a rubber-
retaining jar, six positive plates, measuring 6i" x 6" x -fy", weighing
28 ozs., and a single negative consisting of a zigzag zinc-oopper band.
The complete battery equipment consists of 36 such cells, arranged in
four boxes or trays of nine each, weighing 190 lbs., and making a total
battery weight of 760 lbs. Considering that this battery has at
2-3 volts per cell a 150 ampere hour capacity at a 10-hour rate, or
120 ampere hours' capacity at a 4-hour rate, the weight and size are
certainly very small. A door under the rear seat gives ready access
to the battery box, and the four battery trays can be easily placed or
taken out, connections being automatically made.
An interesting element in connection with this vehicle is the
system of electric control and regulation. At the left of the front
seat will be seen an upwardly projecting lever. This lever is fitted to
the spindle of the controller, which is located under the seat. A
series parallel control is effected by means of tliis controller between
the batteries and motor, giving
four combinations forward and
two reverse, and four correspond-
ing speeds of 3, 6, 12, and 15
miles per hour. The controller
is moved to either side of its
normal position for a correspond-
ing direction of carriage travel,
the extent of movement either
way determining the speed. In
general construction it consist* of
a steel shaft, mounted on which
are a number of insulated radial
contact shoe arms, making various
connection between a row of
stationary contact terminal
brushes. Aside from the opera-
tion of this controller, the driver
of the carriage need not trouble
himself about the proper
performance of the motor or
butteries.
Two brakes are provided, one
a band brake acting on a brake
pulley on the motor shaft, and
actuated by a pedal, and the
other a shoe brake, acting on the
tyre of the driving wheels, and
operated by an upright hand lever
at the left of the front Beat. This
double-braking gear furnishes an
element of great assurance to the
operator, who can always rest
satisfied that, at no matter what
speed the vehicle is operating,
one or the other or both of these devices is at hand.
It is intended that the batteries should be charged at about 110
volts, but, by charging through the controller with the motor cut out,
it is possible to charge at a smaller potential by arranging them in
other combinations. A rheostat is also provided in the charging
circuit which will dissipate the surplus voltage up to 500 volts. In
connecting the battery-charging cable to the supply conductor, no
attention need be paid to the polarity, as an automatic switch is pro-
vided to take care of this condition. It is simply necessary to connect
the conductors, the switch automatically connecting the suitable
polarity to the corresponding battery terminal. As far as these
features go, the mechanism Beems to operate on the "you push the
button, we do the rest" plan, and it does it positively and without
.complication. Another feature is the safety-stop lock switch,
which is operated by a Yale lock and key, and turns off the main
current when operated, guarling against ma'icious starting of the
vehicle.
As a whole, this motor vehicle, intended to carry four persons,
and easily capable of accommodating five, when its weight, which is
but a little over 1,800 lbs., is compared to its travelling capacity,
makes a very superior showing. With the normal four-hour dis-
charge rate, it has a capacity on good roads of 40 to 50 miles at about
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
147
12 miles per hour. The storage battery does not seem to be such an
insurmountable evil after all. (For many of the above particulars
we are indebted to the Electrical World.)
ELECTRICAL ROAD TRACTION.
lx country districts, where, owing to tho cheapness of fuel or the
convenient vicinity of a waterfall, electrical power is cheap, a form
of electrical traction such as we illustrate below may be indulged in
by anyone who owns a vehicle fitted with a motor. The overhead wire
or trolley system is, si far, confined to tramcar propulsion but,
needless to soy, it is applicable to vehicles of all kinds, from a
baby's perambulator to a locomotive. We hope to see the overhead
wire running from one village to another, and the farmers mowing,
binding, and transporting their hay, or digging and carting 'wurzels
by the ubiquitous " current." There is no reason why this should
not be done. In many parts of England and Scotland current can
be made for the mere cost of putting down plant. As in so mnny
other things, however, the difficulty is not physical or
economical, but the sublime, ineffable, genuine, good
old true British spirit of Chinese-like conservatism con-
stitutes the barrier to progress of all kinds. And hence
the country wagons roll along the roads just as they
did, and of the same make and pattern as they were,
100 years ago. In the United States, where, as might
be imagined, this novel and convenient method of
traction originated, it has answered every expectation.
The system is the invention of Mr. W. G. Caffrey, of
Reno, Nevada, who has been working on the system
for the past three years. A line of ordinary poles was
set up near the Beno foundry, and the dynamo placed
therein. The two wires were secured to the poles about
18 inches apart and 17 feet from the ground, und a
trolley with a lazy tongs arrangement allowed the current
to be furnished to the wagon. The problem which the
inventor had to solve was a difficult one, as a perfect
circuit must be maintained at all times, and the contact
must be flexible enough to allow a wide divergence from
the regular rjad if necessiry.
The improved form of tiolley works admirably. It
consists ot a metallic frame having two over-running
wheels, and underneath these are the two locking wheels,
which effectually prevent the top wheels from leaving
the wire and still allow the frame to pass the support,
holding the wire on the pole. On the lower wire a
similar device is used. The two trolleys are connected
by an insulated pantograph, or lazy tongs, equipped
with suitable guide.', thus providing for unequal tension
on the trolley wires. The poles are 24 feet long and
6 inches in diameter at the small end. They are placed
at intervals of 125 feet. On the inner or road side of these
poles, are two supports or " pass-bys " of malleable iron. Xo. 0
bimetallic wires are used. The current is supplied to the wagons by
cable, which runs on an automatic reel on the wagon, permitting the
cable to run out 200 feet if necessary or wind up to a short length, thus
allowing the wagon to follow the ordinary road and permitting it to turn
or do anything required of it. The ordinary trolley pole may also
be used, but the cable permits of running the wagon on either side
of the ordinary road, allowing it to meet or pass vehicles without
difficulty.
Tha four • wheeled cart shown in our engraving has wheels
49 inches in diameter. The rear wheels are fastened to a shaft
geared to a spring-suspended motor. The motor is a 2 U.P. one of
the Westinghoase orane type. In front of the motor a commutator
controller is suspended, the handle of which is within easy reach of
the person steering the wagon. The front axle is trussed, and the
spindles are pivoted to the wheel hub with an arm extending forward
aoout 18 inches fastened rigidly to the spindle. These two arms are
connected, and the connecting bar again connected to the steering
bar. This gives quick turning qualities with easy manipulation.
The generator used was a 5 U.P. compound wound Westinghouse
50O-volt dynamo. It is said that on the trial trip a speed of 15 miles
an hour was reached with a load of 2,501) lbs. on the wheels. The
control of both the motor and the steering apparatus was all that
could be desired. The system has much to recommend it, and some
of our large landowners might well give it a trial. For many of the
technical details in the foregoing account we arc indebted to the
Scientific American.
ELECTRICAL ENGINEERING.
Growth and Pbospbcts of a Great IwDcsTar.
At the annual general meeting, on the 10th inst., of the JCocthe n
Society of Electrical Engineers, Mr. John S. Raworth, M. Inst. C. E.,
delivered his presidential address. lie pointed out that the history
of electrical engineering, apart from telegraphy, is so short that
probably all those present could carry the whole of it in the r
memory. When they entered upon the business they had practically
only one commercial outlet, namely, lighting, and they were unable
by any amount of sophistry to make the public believe that electric
light was cheaper than gas. Now the conditions were changed, and
one engineer had told him that in one town the working man and
the fried-fish shop were his best customers, and was actually realising
Mr. Preece's oft-derided statement that the electric light is the poor
Tiih Troi.i.ev Systi.m ai>aI'Tkd to Koa:i Mo:-<h:-Ca:w.
man's light. Even today the one outlet with which they started —
lighting — was their mainstay, but other developments were growing
so rapidly that one found it impossible to keep pace witli them. For
instance, electro-chemistry, old in conception, new in economic
application, which was now showing such vitality that the hope — he
might even say the assurance — was rising within them that Widnes
and St. Helens may soon cast out the ■' devils " which " possess "
them by redigesting their waste heaps. As to the more pressing
question of tramways and light railways, hitherto they bad done
nest to nothing, and the small experiments which had been under-
taken had been carried out almost entirely with American machinery.
Even under tiicse conditions the results had been satisfactory. They
mut not, however, lose sight of the fact that they possessed
several home-made electric tramways. The total mileage of
electrically - worked tramways in Great Britain was now 93.
The projected lines, however, amounted to no less than 340 miles in
length, anil the capital required for their equipment, would certainly
not be less than £3,000,00 ). But even this large amount of prospec-
tive business represented only the beginning of the demand. Very
sojn horse traction would be superseded by electricity on the whole
1,009 miles of tramway now existing; and, in addition to this,
London would bo honeycombed with subterranean electric railways,
and provincial towns would adopt systems of surface tramways far
more elaborate and extensive than those which now existed even if
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THE AtTTOMOTOH AND HOUSELESS VESICLE .ToVHtfAl.
[Jakuaby, 189B.
they had to widen their streets to accommodate them. There was
already sufficient indication of what was coming in the attitude of
Manchester, Leeds, Sheffield, and Glasgow. TVe fact was that electric
trams paid both the owner and the user ; wherever they ran no
one could afford to walk, except for exercise, for the saving of time
wai enormous. Even in England, where the eight miles an hour rule
was in force, there did not appear to be any difficulty in getting over
the ground. What was wanted was to get rid of the horse in cities.
They would then make the streets of hard osphalte as smooth as n
billiard table and would keep them quite clean ; the electric motor-
carriages would run with so little friction that even the present
batteries would fulfil all the condition*. In conclusion, the President-
said the keynote of his address was faith — faith in themselves, faith
in electricity, faitii in the new dispensation which was dawning on
the world.
HUNTER'S MOTOR.
— • —
The number of oil motor* which have been brought out for the
propul.<ion of vehicles is already very large, and it must be said that
as a rule they are mostly of one predominant type, differing only in
■light details from each other. Mr. John Hunter, of Lewisham, has
endeavoured to improve upon this sameness, and has lately brought
out an oil motor which possesses several features, differentiating it
markedly from others actuated in a similar manner.
Mr. Hunter has set himself the task of producing a motor which
shall at once be very compact, which shall run without undue noise
and vibration, and which shall have high efficiency. After a good
deal of experimental work, attended with the usual disappointments
and failures, Mr. Hunter has succeeded in evolving a motor which
certainly fulfils these conditions with a considerable degree of success,
and which ie, moreover, distinguished by many distinctly novel
features. We illustrate this motor in the accompanying drawings,
of which Fig. 4 (*ee p. 149) represents the general external appear-
ance ; Fig. 1 is a side elevation partly in seel ion ; Fig. 2 is a plan
also partly in section ; while Fig. 3 is an end view.
As will be seen, the motor comprises two cylinders, C and C, each
fitted with radiating gills, coupled to the central crank chamber, A,
in which the cranks revolve. By the ordinary means the connecting
rods turn the shaft, B. The cranks, by the way, are placed at angles
of 180° with each other. Clearance is avoided as much as possible,
but a pipe, D, connects the ends of the cylinders, and this forms a
chamber, or rather two chambers, through which the explosive
energy of the ignited gas and air is transmitted. These two pipes
meet in a firing chamber, E, which is subdivided into two chambers, e>
and e5, leading to the exhaust and inlet passages, g and A, and opening
respectively by means of the valves, G and H, into this chamber, E.
This valve, G, is held on its seat by a light spring, and it allows the
charge to be drawn in by the piston when not under compression.
The valve, H, is also held to its scat by a spring being opened at
the right moment so as to allow the waste products to escape through
the discharge outlet, h. The exhaust is opened by means of the
tappet, I, which again is actuated by the cam, K, which is geared with
the crank spindle and revolves at half the speed of the latter. The
firing of the charge is effected by an electric ignition ; but whereas
the method usually adopted consists in the employment of a direct
current, Mr. Hunter effects his ignition by means of the secondary
coil of a Rhumkorf inductorium. In this way he gels a spark of
high potential, and with more certainty of obtaining it. The make
and break, instead of being made by the magnetic action of the soft-
iron and attracted armature, is effected by a lappet arrangement
Bhown at F. If desired, ignition can be effected by a hot tube or
other means. The motor, it is needless to say, nets on the Beau de
Bochas or Otto cycle, and the sequence of the operation is as
follows: — The explosive charge is drawn through the valve, G, on
the outstroke and fills the outer ends of the two cylinders and the
chamber and passages, forming an open communication between
them. The charge is then compressed on the following instroke and
fired. The explosion acts on both pistons at the same time, and when
the pistons have reached the other end of the stroke the exhaust
valve, H, opens, thus completing the cycle.
The idea underlying this system is that the shock of the explosion
is neutralised by acting on both pistons at the same time, thus
reducing or destroying the vibration. That this is effected to a very
great extent is undoubtedly true, as we have witnessed. Another
point is that the firing of the explosive charge being effected in the
passage connecting the two cylinders, whioh passage is always at a
high temperature, there is thus little loss of efficiency through the
cooling of the expanding gases. By this means also the cylinders
do not become undu'y hot.
We have lately witnessed some trials of this motor and were much
impressed with its lightness and compactness. It gives off about
8J H.P. at 800 revs., and weighs but 140 lbs.
F.c.l
Mr. Hunter is at present perfecting the gearing for attaching the
motor to s light carriage. In conclusion, we are hound to say that
we were favourably impressed with the lightness, compactness, and
simplicity of this motor, and shall be glad to know that its manu-
facture is a commercial success.
New and Majroe (Limited). — The scheme of arrangement in this
matter was on the 12th instant before Mr. Justice Wright, in the
Chancery Division of the High Court of Justice, when the scheme as
set forth in a recent number of this Journal was duly approved by
his Lordship, subject to the filing of proper evidence that the
meeting approving of the scheme was duly convened.
Mechanical data is one of the features of Thb Actomotob and
Horseless Vehicle Pockkt-Book, &c, for 1898, which contains
over 200 pages of information. Price 1*. ; post free, 1*. 2d. ; leather,
1#. 8</.,of F. King and Co., 62, St. Martin's Lane, London, W.C.
t»r ;
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Jaistj art, 1888.1
THE AVTOMOTOM AND HORSELESS VEHICLE JOURNAL.
U9
CORRESPONDENCE.
%* We do not hold ourselves responsible for opinions expressed by
our Correspondents.
%• The name and address of the writer (not necessarily for publica-
tion) MUST t'n all cases accompany letters intended for insertion
or containing queries.
AUTOMOTOR VEHICLES AND STABLE BOYS.
To the Editor of The Automotor and Horseless Vehicle
JOURNAL.
Sib, — In the December issue you say in a poatcript to Dean
Tait, D.D., that it is possible to get a motor-carriage for two in
which there will be no objectionable features and which will be
easily handled by a stable boy. Would you kindly send me maker's
name and address of place where I can get such an article, as I think
of getting one ? — Yours truly, A. E. Flaxman.
P.S. — I, too, am a constant reader of your journal.
[If our correspondent will consult The Automotor Pocket-Book
for 1898 he will find complete lists of makers. If he have not this
spending all this money ? We were told by a former chairman that
the works were full of machinery; and, from what the writer saw of
the place last Julv, it certainly had the appearance of bring ready to
turn out plenty of work, but any work that is done does not seem
to be for sale. At least, we wanted to hire a machine with a view
to purchasing (last July), and were simply told that they were not
in a position to supply motor-vans, though we saw some about. We
believe they have a great many made now, and still they are not
selling them
Can anyone explain this Y Since then we have got a parcel-van
from the London Motor. Van and Wagon Company on hire, with a
view to purchase, and if the Great Horseless Carriage Company had
been alive to the businoss they might have had the order.
Another remark made by Mr. Lawson was that they could either
build the electric cabs in their own or other works. This seems
absurd — to say you have works of your own doing nothing and giving
the work to other firms. No private firm would do anything. so
absurd who was alive to its own interests. Mr. Lawson was good
enough to sny also that " they would have to continue to be customers
of the Daimler Company, because the Daimler were good customers
of theirs."
The Daimler Company arc customers of ours simply because it
suits them, and when they find that they can do belter elsewhere
they won't remain customers a day or an hour longer. We should
Fio. 4.— HrxTKR's Motor.
at hand, we would suggest that he consult Messrs. Roots and
Venables, Westminster Bridge Road, London, S.W. ; the Lifu
Company, Cowes, Isle of Wight ; or the Daimler Company,
Shaftesbury Avenue. — Ed.]
THE GREAT HOR3ELESS CARRIAGE COMPANY.
To the Editor of The Automotor and Horseless Vehicle
JOURNAL.
Dear Sir, — There are a few things in the speech made by Mr.
Lawson at the Great Horseless Carriage Company meeting which we
do not think are quite logical. Would you allow us to bring these to
the notice of your readers, many of whom are shareholders in this
concern ?
A shareholder at the meeting remarked — and it appeared to us a
very sensible remark — that if they were not able to build electric
motor-cabs they ought to be. Mr. Lawson agreed with the remark,
but he was careful not to give any explanation why the Company
were not in a position. He is a director, and has had a considerable
lot to do with the management and ought to know. Mr. Lawson
says there is room at the works for putting £5,000 to £0,000 heavy
machinery down : may be, but can he or anyone show a reason for
do the same, and being tied down to any concern like this is detri-
mental to its prosperity. It cannot succeed. We regret that none
of the shareholders at the meeting referred to these points, and if
you will kindly bring these matters to the notice of your readers,
many of whom are shareholders, we should feel greatly obliged.
We think if we have men on the board of sound business prin-
ciples and common sen*e it will succeed, but so far, what has struck
us as b;-ing lacking badly is a little ordinary business sagacity and
business management. — Yours faithfully,
pro John Love, Jr., & Co.,
J.L.
AX APPRECIATION.
To the Editor of Tne Automotor axd Horseless Vehicle
Journal.
Sir, — Will you please forward two copies of your Automotor and
Horsklbss Vehicle Pocket- Book, for which we enclose 3*. id.
We are always interested in jour pap,-r, and in the thorough way
you report and illustrate everything connected with automohilisui.
Wishing you every success in the New Year. — Yours faithfully,
Didsbury, Manchester. Simpson and Bodkan.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [januah*, 1898.
. THE POST OFFICE MAIL VAN.
To the Editor of The Automotor and Horskless Vehicle
JOURNAL.
Sib, — We have now completed four weeks of our contract under
the Postmaster- General for conveying Her Majesty's mails by steam
motor-van from London to Redhill, and thus far all has been most
satisfactory.
Wo began on December 16th, and, as yoi know, arc timed to leave
Mount Pleasant Post-office at 10.30 p.m., and to arrive at Redhill at
1.42 a.m., returning to Mount Pleasant Post-office at 4.45 a.m. ; but
we have generally been able to get in from 15 to 30 minutos
before time both on the outward and return journeys, and on
December 30th we made our recor.1 run, when we reached Mount
Pleasant at 3 45, as against 4.45.
Our arrivals during the first two weeks hare been as follows : —
Arrived Redhill
Returned Mount Pleasant
Arrived Sedbill
Returned Mount Plea«unt
Arrived Redhill . .
Ret ur nod Mount Pleasant
Sunday. No run.
Arrived Redhill
Returned Mount Pleasant
Arrived Reibill ..
Returned Mount Pleasant
Arrived Redhill ..
Returned Mount Pleasant
Arrived Redhill ..
Returned Mount Pleasant
Arrived Redhill
Returned Mount Pleasant
26th, and 27th. Christmas holidays. No run.
Arrived Redhill . . . . 20 minutes lite. 1 Joint
)ec
. 16th.
ii
17th.
ii
18th.
»»
19th.
20th.
»
21st.
n
22nd.
>»
23rd.
»»
24th.
n
»i
25th,
28th.
28 minutes before time.
18
If
32
It
10
34
18
II
II
34
15
34
10
33
II
12
,,
29
M
14
27
)•
II
18
29th.
25
broke.
Returned Mount Pleasant
Arrived Redhill .. .. 19 minutes before time.
Returned Mount Pleasant 85 „ „
SIX-WHEELED VEHICLES.
To the Editor o/.Thk Automotor and Horseless Vehicle
Journal.
Sib,— In his lecture before the Liverpool Self-Propelled Traffic
Association on November 26th last Mr. Worby Beaumont hinted
that "a form of vehicle with six or eight wheels, all dirigible, must
be designed." May I remark that a simple design for a six-wheeled
vehicle has been already published in the correspondence columns of
the Actojiotob, viz., fore and aft steering with central driving
wheels. A. J. A.
December 20th, 1897.
[We should very much like to see a six or eight-wheele J vehicle,
all wheels dirigible, and the whole vehicle complying witi the Loco-
motives on Highways Act as regards weight. — Ed.]
We hare thought you might be disposed to give a short notice of
the success of our steam motor-vehicle for mn<l traffic, this being a
matter of considerable public interest. Thanking you for your
valuable support, we are, yours faithfully,
Julius Harvbv and Co.
[Most satisfactory in every way. — Ed.] ,
SPEED GEAR.
To the Editor of Ihe Automotor and Horsbless Vehicle
Journal.
Sib, — On p. 97 of your December issue you refer to M. Mors having
introduced a variable speed gear, statiug that you had not yet seen
what might logically be described as such. But you are of opinion
a change speed gear is that meant. The distinction is a little too
subtle for me. In your October number you refer to M. Pretdt's
speed gear as a variable speed gear, and one of the best designs you
had seen. Are you of the sams opinion still ; and do you think the
Pretot autocar has a future for it ? It seems to be a favourite in
Paris.— Yours faithfully, Y. Z.
January IK*, 1898. *
[Our remarks upon tbe Mors Speed Gear seems to have attracted
a good deal of no ice, not only from you but from other correspon-
dents. The only variable speed gear that we know of which can be
strictly called " variable," in the sense that any desired variation
can be obtained within the limits of the mechanism, is that known
as the Houldsworth gear, as used in cotton-spinning factories. The
Pretot speed gear gives a large number of definite speeds wimin the
limit of the machine, but unlike the former the speed cannot be
varied indefinitely. The ordinary speed-changing devices give a
small number of definite changes. In mathematical language, in
a real variable speed gear the differential coefficient — should be
infinitely small, whereas in the ordinary speed-change gear this
is definitely large. We intend to discuss this subject at length in a
near issue. We think that the Pretot automotor-vchiclo stands as
good a chance of obtaining popularity as any other. We do not see
why it should not. — Ed.]
THE DE DION TRICYCLE.
To the Editor rf The Actomotob and Horseless Vehicle
Joubnal.
Sib, — Having seen that (he De Dion Company, of France, are
supplying their li H.P. motors without the tricycle, do you think it
possible to get one here ? Could you tell me the maker in England
(1 am assuming that the Company have sold their patent rights to a
firm here) ; if not, could you oblige me with the De Dion firm's
address in France ? I think your suggestion as to a central depot
for tbe sale of motors and parts would give good results if carried
out. The Automotor is the most interesting and useful I read,
and I would gladly remit if double the cost. — Yours, Ac,
Nelson, Lanes. W. Barraclouoh.
[Apply to the Beoslo.i Motor Company, Cheylesmore, Coventry, or
to MM. De Dion et Bouton, Puteux, Seine, France. Glad of your
good opinion. — Ed.]
SERPOLLET BOILER.
To the Editor of The Automotor and Horseless Vehicle
Journal.
Sir, — I have for some time been experimenting with a flash boiler
of my own design and construction, but have met with only partial
success, due to tbe fact that I have unfortunately made the tubes
too thin, a grave error in a boiler of this type, as I now realise. I
have determined to construct a second boiler upon the same lines,
but before doing so wish to arrive definitely at the proper heating
surface necessary per I.H.P., and also the thickness of tube required.
My present tubes are 4, inch thick, but I find that in increising the
feed beyond a certain limit the tubes gradually became cooled, and
saturated steam is tbe result.
Farman, in his description of the Serpollet tramway system, gives
the heating surface of the boiler as 43 square feet for engines
developing 20 I. H.P. Doss not this Beera low in comparison with
the power developed ? Again, in your article on the Serpollet light
locomotive in the Automotor of November, the heating surface is
given as 11'32 square metres, which, I think, is about 120 square
foet, which differs considerably from Farman, although I confess I
do not quite see how such a great area of heating surface can be
obtained from the 44 tubes which comprise this bailer.
I hope I have not intruded too much upon your time with these
queries, but as I intend to go into the car industry as soon as I can
obtain satisfactory results from this form of generator I shall take
it as a very great favour if you can oblige me with the information
I require. If you can answer me privately I shall be greatly obliged,
as it is some time yet ere the January number comes out. — Yours
truly, Jno. Simpson.
[We have verified our figures relating to the Serpollet boiler, and
we now repeat them : — Grate areo, 4ti square decimetres = 4'9a
square feet "surface de chauffe." Furnace, i.e., heating surface,
1T32 square metres = 1218 square feet. Weight of boiler,
2,850 kilos. = 6,270 lbs. From this it will bo seen that tbe ratio of
grate to heating surface is 1 : 246, which quite agrees with ordinary
marine practice. As regards the I. H.P. per square foot of grate,
the figures given by our correspondent give "465 I. H.P. per square
foot of H.S., which is high compared with, say, the " Economic "
boiler, by Mr. Davey Paxinan, which only gives •154--185 I.H.P. per
square foot of H.S. On the other hand, the comparison between
H.S. and I.H.P. is, in small motors, always unsatisfactory. Your
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
151
better plan would be, we think, to base your H.S. upon the pounds
of water evaporated per B.H.P. per hour, and lastly allow an ample
margin on everything. We cannot reply tj correspondents privately
as this would be contrary to a'l recognised journalistic practice, and,
besides, viry inconvenient. We mention this fur the benefit of
other', whom we would ask to observe another newspaper canon,
and that is, to write on one side of the paper only. — Ed.]
DAVIS'S STEERING! GEAR.
To the Editor of The Automotob and Horseless Vehicle
Journal.
Sir, — In the notii c of my steering gear which you hare been good
enough to give, no reference was made to the geometrical principle
of the arrangement. Of course, most of your readers are familiar
with the arrangement of independently pivoted wheel arms on a
steering axle, but my system, I believe, is the only one that secures
accuracy of alignment, instead of an approximation, lor all positions.
The control, too, of the, wheel arms is better than with link-work
steering gear, because the leverage increases with the angle of lock,
instead of becoming less, as is the case with previous gears of this
type.
As the method to be used in the alignment of my geir may be of
interest to your readers, may I ask you to insert the following short
de-cript:on ?
n -■■
\
^
\ 1
\\^
\A-
^ A
**
Let the figure represent a plan of any proposed road-carriage in
diagram form, AA being the pivots of the steering wheel arms.
Draw aline, BB, parallel to the steering axle and as far removed
from it as one axle is from the other. Cause the lines that represent
the steering tillers to intersect on this line and also on the centrj
line of carriage. This gives the position of the wheel tillers for a
straight course. For all other positions the wheels will be found to
be correctly placed if tbe lines representing the steering tillers meet
in some point on this parallel line — I am, Sir, yours faithfully,
115, LewUhara Road, London, S.E., Henry T. Davis.
December 29<A, 1897.
[Our correspondent is mistaken. Reference too* made, and very
elearly too, to the geometrical principle of the arrangement. We
thus stated it (tee p. 110 of the December number) : — " The two
wheels must make some angle with each other, and this angle will
vary a* the ratio of the beam or distance between the two fore wheels
ana the radius of the curve. In fact, each wheel is tangential to its
own radius." The latter sentence would read better if we say "each
wheel," i.e., the vertical plane as represented by a wheel, " is normal
to its own " radius. Tnis is the simple and sole geometrical principle
involved. The line, B'B, is unnecessary, in that it has no geometrical
connection with the positions of the two fore wheels. Jf the gear
ensures that in all positions the normals to the vertical planes of the
wheels always intersect in the same point, then it undoubtedly has
merit, but unless this condition be fulfilled exactly, more or less
side-slip will be produced. Whether this condition is or is not
fulfilled, we, of course, cannot say.--l£i>]
Wl understand that tlu Linibet'i Vesiry have authorised the
Whaif Commit'ee to purchase three motor convertible dust and
wat?r v.ins.
President Sir David Salomons, Bart.
Secretary Axdbbw W. Babr, Esq.
President of the Liverpool Centre The Eabl OF DERBY, E.G.,
O.C.B.
Hon. Local Secretary .. .. E. Sihiafotll Smith, Esq.
Semi- Official Journal of Me"t The Automotob and Hobsb-
Association 1 less Vehicle Journal.
SELF PROPELLED TRAFFIC
(INCOItPOItATBD).
ASSOCIATION
The annual meeting of the Self-Propelled Traffic Association
took place at the Cannon Street Hotel on the 20th December
last, and, after the reading of the notice and of the minutes
of the previous meeting, was adjourned until January 20th inst.,
at 3 o'clock, at the same place.
LIVERPOOL CENTRE.
January 25
February 8
February
March 29
AprU 19
May 2-1-27
Programme for 1898.
Paper: "Some Points in the Design of Auto-
mobile Vehicles intended for Heavy Traffic."
Mr. Geo. H. Little, Technical Editor of Thx
Automotob and Horseless Vbhioib Journal.
" An Account of our Trials and Experiments, with
the Conclusions drown therefrom." Mr. D. S.
Simpson and Mr. W. L. Bodman, Joint Authors.
" Steel Springs." (Date and author in abeyance.)
Paper: " Recent Improvements in Accumulators
and in their Application to Traction on Common
Roods." Mr. J. T. Niblbtt.
Paper : " Arrangements for the May Trials." Tbe
Honorary Secretary.
Trials of Motor Vehicles for Heavy Traffic
The paper on " Leather Tyres," which it was hoped would be
read next month by Mr. Henry 8. Fearon, Assoc. M. Inst. C.E., has
been postponed to the 1898-99 session.
The May Trials. — A number of preliminary arrangements have
been dealt with during the last few weeks, and it is probable that
important announcements relative to (a) judges, (h) subscriptions to
guarantee fund, (c) foreign vehicles, and (rf) the general programme,
will bo made in our next issue.
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152
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jaitoakt, 1896.
Mr. W. Hugh Woodcock on Roller Bearings.*
So many papers have lately been read on the subject of roller
bearings, that the author feira it will be difficult for him to introduce
any new matter before the members of this Association, particularly
as most of the recent pupers refer to results obtained from the same
series of experiments as form the foundation of this paper. On the
other hand, the subject is attracting such general interest at the
present moment that he ventures to hope his p*per may prove of
interest, even though it be not free from the defect of recapitulation.
It is, in the first place, advisable to obtain clear ideas as to the
main difference existing between rolling and sliding motion, as we
can only thus form a true estimate of the advantages to be derived
from the application of the former, in place of the latter, to bearing.
Perhaps the simplest illustration of the efficiency of the two forms of
motion, as measured by the resultant resistance, or friction, and
which at once shows the advantage of the former, is the different in
the force required to draw a load upon a level road, when carried
upon wheels which are free to revolve, as compared to that required
to draw the same load on the same wheels when skidded — the former
being rolling, the latter sliding motion. The wheel is cestui nli the
most general application of rolling motion, and no one would think
of comparing its high efficiency as a load carrier, where heavy loids
have to be transported over more or less uneven surfaces, with that
of the sledge runner, which may be said to represent sliding motion.
Another simple illustration of the same fact — if the palms of the
hands be slightly pressed together there will be found considerable
resistance to movement of tlio one over the other, but if a pencil or
roller be placed betwoen them the lateral movement becomes easy.
The object of roller bearings is to apply the same form of motion
between wheels and their axles, or between revolving shafts and their
bearings, as now exists between wheels and the surfaces upon which
they roll.
The comparative amount of the friction arising from the two
forms of movement is simply shown by placing a roller on a true
plane with its axis at right angles to the direction of movement, and
then gently raising one end of the plane until movement of the
roller takes place by rolling ; the angle that the plane then forms
with the horizontal is the "limiting angle of friction" for rolling
motion, and will be found to be very much less than that which will
be necessary to cause movement of the same roller, when its axis is
placed parallel with the direction of movement, or where movement
takes place by sliding.
The coefficient of friction, in either case, is equal to the tangent of
the limiting angle, or, in other words, if we consider the surface on
which movement occurs as being the hypithenuse of a right-angled
triangle, the base of which is the horizontal, then the coefficient of
friction is equal to the perpendicular of such triangle divided by its
base. The difference of this coefficient, though varying considerably
with the materials experimented upon, may, for hard and polished
surfaces, be taken as much as 12 to 1 in favour of rolling motion.
The Krench physicist, Coulomb, more than a century ago, deter-
mined the law of rolling friction, which may be stated as under : — :
" So long as the wheel (or roller) and the surface on which it rolls
is uninjured, the resistance (or friction) is proportional to the weight,
and diminishes as the diameter of the wheel, or roller, increases."
Or, practically, the surfaces must be kept uninjured, and the rollers
as large as possible.
It is generally accepted that with hard materials, such as metals
within the limit of abras'on, friction varies only with the pressure,
and is independent of the extent of surface, time of contact, and
velocity.
The reason for the great difference in the coefficient of friction is
that in the ease of loads resting on rollers the combination is always
in a state of unstable equilibrium, whereas when resliug on plane
surfaces it is in the condition of stable equilibrium.
In the case of bearings, if a load be imagined to rest ou a perfectly
cylindrical roller, which in its turn rests upon a perfectly cylimlrhal
journal, and assuming that no distortion of the touching suriaci s
takes place, the slightest horizontal force applied to the load will
destroy the equilibrium of the combination, and movement of the
load will take place. Although in practice it is iinposs ble to obtain
the above conditions, as there must be some distortion of the
touching surfaces, even when under comparatively small loads, the
amount of force required to overcome the equilibrium is very snail
compared to tiat required wheu the load is resting on surfaces
that have, before movement can take place, to slide one upon the
• Excerpt from a paper read before the Liverpool .Section of the Scll'-Fi-opelled
Traffic Association.
other. Undoubtedly good lubrication very materially reduces the
coefficient of friction in sliding movement, as lubrication may be con-
tidered as providing an infinite number of small particles, or rollers,
placed between the moving surfaces, whereas lubrication acts rather
as a retardation than otherwise to rolling motion.
The above is a short statement of the difference between rolling
and sliding motion.
Mr. W. Bayley Marshall, M. Inst. C.E., in his paper read before
the British Association at Toronto last August, stated that the
requirements of a satisfactory roller bearing may be described as
under: —
1st. That the various parts must be proportioned with reference
to their relative movements so that nothing but rolling motion
takes place between the surfaces engaged ; and beyond this, that
they must be constructed of materials suitable to withstand the
stresses imposed upon them.
2nd. That the bearing rollers must be kept parallel with the
axis of the axle or journal upon which they roll, that they
must not be allowed to touch each other, and that they must
be of sufficient diameter and length to bear the fatigue of the
duty they have to perform.
3rd. That adequate provision mu.-t bo made to meet the end
thrust, or teudency to lateral movement, not only of the rollers
and other moving parts themselves, but also of the axle, or shaft,
when revolving within a fixed bearing, or of the bearing itself,
when revolving upon a fixed axle.
4th. That the bearing a* a whole must contain as few working
parts, and that these parts must be as simple as possible, and
that they must be so designed that tbey can be applied ami
adjusted by any intelligent workman.
5th. That in applying the bearings to existing vehicles or shafts,
as little alteration as possible is required to be made in the
connections, such as axle-box guards, spring seating, pedestals,
wheel hubs, 4c.
6th. The most important of all, from a commercial point of view,
that the bearings shall be produced at reasonable cost, that they
can be trusted to work without special attention, and that they
arc capable of performing an extended duty either in mileage
or number of revolutions, at small charge for maintenance.
In the author's opinion the above statement cannot be improved,
but he ventures to amplify it by the following remarks. As to
requirement No. 1, a simple method of determining whether the
moving parts of any roller bearing have nothing but true rolling
motion is to consider each such part as a unit in a train of toothed
gear, the pitch of the teeth in which is infinitely small ; if the
diamters are then found to be relatively correct, the moving parts
will truly roll upon each other. Upon the fulfilment of the second
I part of Mr. Marshall's first requirement greatly depends the success
j of roller bearings in practice. Where permissible, it is of undoubted
| advantage to have all the moving surfaces of polished, hardened steel,
] or case-hardened wrought iron, as such materials produce the least
j friction, and have the greatest resistance to wear; it is not often
possible to use only such materials, and this by reason of the cost
; of manufacture. It is interesting to note that polished, hardened
j journals are now being used on the Great Western Railway for
I carriage stock fitted with ordinary bearings, and that the best
| wrought -iron axles for road vehicles have long been provided with
! case-hardened arms. Where it is not possible to use such high-class
| materials, the best results, so far as the authors experience goes,
I hove been obtained by using cast steel for the casings where heavy
I loads and high velocities have to be resisted, as in the case of railway
bearings, and hard cast iron (cylinder mixture) for lighter loads, or
lower velocities ; such as tramway and ordinary shaft bearings.
The rollers, when running on unhardened steel journals, should be of
| polishca steel of a quality slightly softer than that of the journal, so
] that in the long run the rollers wear rat her than the journal, it being
n comparatively small expense to renew a set of rollers, whereas
if the journal has to be turned up, this necessitates a new set of
I rollers of larger diameter than the original ones, added to the cost
j of turning up the journal.
Requirement Xo. 2. — The devices which have been tried for spacing
| and keeping the rollers parallel are so numerous that it is only
I possible, within the limits of tiiis paper, to glance at a few represcn-
I tative nncs.
i Many attempts have been made to space the rollers by placing
! balls or subsidiary rollers between necks formed on the main rollers,
I one such ball or roller being placed at each end between each pair of
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
153
main rollers, so that there are twice the number of balls or sub-
sidiary rollers in any bearing than of main rollers. The objections
to all these arrangements are that there is a strong tendency for the
balls or subsidiary rollers to fly outwards by reason of pressure and
centrifugal force, and that when such tendency is met by the intro-
duction of floating r ngs, there is nothing to prevent the whole com-
bination taking a spiral form on the journal which, if once set up, is
fatal to the good running of the bearing. To overcome this last
objection, in some devices the spacing subsidiary rollers or balls are
connected or formed at the ends of rods, thus compelling both ends
to more at the same velocity. When this is done and the floating
rings are also introduced, a form of bearing is obtained which is
theoretically perfect so far as its movements ore concerned, and
which has given most excellent results in prictice. By the kindness
of Mr. Cottrell an example of this form of bearing is exhibited hero
this evening. The objections to this form are, however, very serious,
viz., the bearing must be made with extreme accuracy, there are a
great many working parts, thoy require skilled workmen to put them
together, and last, but not least, they are very costly.
The next device for spacing the rollers, and which in the author's
opinion is the one most likely to survive, is the floa'ing cage. This
is shown on the diagrams and in most of the models and bearings
exhibited here this evening. Its great recommendation is its sim-
plicity, and the ease with which bearings so constructed can be t iken
off and replaced in position. It is true that in this particular form
of bearing there is a certain a.v.oimt of sliding friction. This amount,
is, however, very small, it being only that resulting from tho fores
sufficient to overcome the resistance of the cage to revolution, no part
of the load being carried by the cage.
It should be borne in mind that the number of revolutions of
the cage is considerably less than that of the axle or journal ; the
absolute relation in this respect depends upon the proportion of the
diameter of the journal to that of the rollers, taking the ordinary
proportions in railway bearings, where the rollers are slightly less
in diameter than half the diameter of the jo irnal, say Ig-inch rollers
for 31-inch journals. The journal revolvos three times to one
revolution of the cage.
As to the second part of Mr. Marshall's requirement No. 2,
namely, that the rollers must be of sufficient length and diameter
to bear the fatigue of the duty they have to perform, it is difficult
to lay down any hard-and-fast rule. It is, however, advisable in
determining the diameter and length of rollers for any given dutv,
to assume that the whole of the load is at certain times borne on on <
roller. The question of velocity is also of great importance as
affecting the fatigue of the metal.
The resisting powor of the roller, so far as the author's experience
goes, increases as the square of its diameter, and with journals and
rollers of unbardened steel he does not recommend that a greater
load than 2 cwt. per lineal inch should be placed upon rollers of
}-inch diameter, or 8 cwt. per lineal inch of rollers of 1J d'ameter.
Taking a case of a railway bearing carrying 3 tons and where rollers
of 1J diameter can be used, the length of such rollers should not be
less than 7i inches.
Requirement No. 3. — There are several methods by which the
end thrust of a bearing can bo controlled, but to do this simply
and effectually is not so easy as might be thought. In railway
and tramway bearings the end thrust can be taken on a pad
inserted in the end cover of the bearing, this pad being made of
phosphor-broiue or other suitable material ; when this is (Tone there
is, of course, nothing but sliding or scrubbing friction between the
end of the journal and the pad. In cases where the end thrust is
excessive, as for instance where long fixed wheel bases are used in
railway work, an anti-friction arrangement can be introducd con-
sisting of a ring of balls or, what is more satisfactory, a series of
cones between the end of the journal and the cover of the bearing.
A simple arrangement of cones running in a floating cage his been
devised for vertical and thrust bearings, and a modification of this
can be adapted to take the end thrust in horizontal bearings, whether
for axles or shafting.
Requirements Nox. 4 and 5. — These are so evident that they need
no special mention from the author.
Requirement No. 6. — This is to a great measure dependent upon
the more or less successful fulfilment of Nos. 4 and 5, as it is
impossible to produce a complicated bearing at comparatively small
Cost, adled to which simplicity is imperative in mechanical arrange-
ments which are required to work without special attention, and at
small cost for maintenance. After describing the results obtained
with roller bearings on railways, the author proceeded : —
In tramway working the fractional force necessary to start a car I
and maintain its speed is very high, probably only the hones know
how high.
It has been endeavoured to get some reliable estima' e of what this
fractional force is, but it is tound thut authorities difer widely,
owing mainly to the varying conditions under which the experiments
have been made. Mr. D. K. Clark, in his work on tramways, gives
as an average 25 lbs. as the fractional force required to keep one ton
moving continuously, and the starting effort as 50 lbs. per ton, or
double the tractional force.
The above figures are, however, subject to great variations, and it
is proposed later on to put the results of some tests before you, that
have been made to demonstrate the advantages of fitting Irainears
with the bearings under consideration.
For the present it will be admitted that the work the tramcar
horse is asked to perforin is very severe, and although his daily
mileage (about 12 miles) is not high, his life is short, which fact is
no doubt due to excessive strain.
The cyclist has been put much in the same portion as a horse, but
has the advantage of b^ing able to speak and demand allevia'i >n.
He very early discovered the advantages (o be derived from rolb-r
bearings, and the universal aioptlon of the ball bearing for cycles is
the result.
The ball bearing, however, admirable as it is for the light weights
carried on the cycle, has never succeeded under heavy loads, owing
mainly to the fact that all the weight is carriod by only one or two
bills at any moment of time, and the balls only touch the races, or
ball piths, on a point, the result being as before stated that either
the balls crush or the races arc indented.
Lubrication is not required for rolling motion, as is shown by the
fact that we do not put oil or grease on the rail ; and yet the
periphery of the wheel, where it is in contact with the rail, has a
much greater speed than has its boss where it touches the journal,
but this latt-'r requires much lubrication, the explanation being that
in the first case there is rolling motion, and in the secoud slidiug or
scrubbing motion.
Gravity Te»t.
A tramway-car fitted with ordinary bearings and weighing 2 tons
15 cwt. was let loose from a point 5b' feet up an incline, with 1 foot
6i inches rise. It ran down this incline and 57 feet along the level
line at foot of same, or a total distance of 113 feet. The force
expended was, therefore, 6,160 lbs., falling through 1*521 feet, or
9,361 foot-lbs. The average frictional resi-tanee was 9,364 •+■ 113,
or nearly 83 lbs., equal to 30*5 lbs. per ton, the coefficient of
friction being 0131.
A similar car fitted with roller bearings being let loose from the
same point ran the full length of tho level line available, namely,
320 feet, and had not then quite come to rest, the total distance
travorsed being 376 feet. The force expended was again 9,364
foot-lbs. The average frictional resistance was 9,364 ■+• 376 =
249 lbs., or about 9 lbs. per ton of load, and the coefficient of
friction "001, a saving of 70 per cent.
The following figures are of interest, and are founded on the
results of actual experiments : —
Relative starting effort of a tramcar on a gradient of 1 in 20 —
ordinary bearings 100, roller bearings 77, saving 23 per cent. ; on a
gradient of 1 in 80— ordinary bearings 100, roller bearings 50, saving
50 per cent. ; on a gradient of 1 in 140 — ordinary bearings 100,
roller bearings 39*6, saving 604 per cent. — results which require no
comment.
Roller bearings have been fitted to many horse cars, with results
most beneficial to the animals employed, and it is estimated that the
use of them would so prolong the life of the horses, that the
reduction in their depreciation alone would show a saving of
considerably over £10 per cur per annum.
The Corporation of Blackpool have had some of their tramcars
fitted with roller bearings, ami these cars have been running on their
electric tramway for over three years, with results so satisfactory
that they have app .led similar bearings to all the new cars which
have been constructed since the advantages of these bearings were
established, and their consulting engineer some short time ago
certified that at least 30 per cent, of electrical output is saved
by the use of such bearings, as compared with thoso in ordinary
use.
There remains the question of first cost, which is undoubtedly
high. On this question let us look back for a moment to first prin-
ciples. What is the object of a railway or tramway ? It is to redueo
" tract iou" by the use of a smooth and hard surface.
If it be worth while to spend l;5,000 a mile on the construction of
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154
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Jahoabt, 1898.
a tramway for the purpose of reducing traction, and that this can
further be materially reduced by the use of any appliance for
improving the carriage which is to roll on this costly road, it
would be taking a narrow view to question the first cost of that
appliance when it is insignificant as compared with the cost of the
tramway, or even with that of the tramc ir.
There are many ways of realism" the undoubted advantages in
traction, so as to pay for the greater first cost of the roller boxes,
and also to improve the dividend-paying power of Companies when
these boxes are used, thus : —
1. Leave the number of horses as they are with their daily mileage
and food, and tike the saving in the longevity of the horses.
2. Increase the soeed and so reduce the number of oars and
drivers to work a given service.
3. Substitute two mules for two horses and make the saving in the
first cost of the mules and in their keep.
4. Reduce the number of horses required by increasing their
mileage per diem.
The last method is the most profitable way of turning to account
the saving to be gained by the roller bearing.
Taking a hypothetical case of a lino of tramway six miles long,
with a 10 minutes service all day, and assuming that it takes a car
2 hours and 20 minutes to make the round journey, there will then
be 14 cars on the road when in full work, and supposing that the
first car leaves the depdt at 8 a.m. and the last at 9.50 p.m., then
there will be 84 car journeys per diem, and the total car mileage will
be 1,008 per diem. If ea;h pair of horses is worked 12 miles per
day with one day off in seven, then the total number of horses
required to work the foregoing traffic will be 196.
If by the introduction of roller boxes the traction is so much
reduced that each pair of horse? is able to travel 16 miles per diem
with six days off in 28, then the total number of horses required to
work the traffic will be 160, showing a caving of 36 horses or
184 per cent., which at the rate of £55 p-sr horse per annum for
keep and renewals would show a total saving of £1,980 per annum,
or. say \{d. per car mile, without considering the saving in the cost
of lubricant.
The Board of Trade Return on Tramways, September, 1833, shows
that a savin j of only Id. per mile run would increase the net
receipts by nearly £300,000, and convert many failing concerns into
dividend paying properties; fie published report shows that the
capital expended on tramways paying no dividend is more than
£1,750,000.
Tramway working expenses absorb so large a proportion of gross
receipts that any saving in the latter soon becomes appreciable in the
dividend payable ; 55 per cent, of tie average 80 per cent, repre-
senting total expenses, is duj to horses, showing that that is the ite:n
where saving will be the soonest appreciable in dividend.
Assuming a tramway paying 5 per cent, dividen 1 with 80 per cent,
working expenses, then 20 per cant, gross receipts is equal to 5 per
cent, dividend j a reduction of 4 par cent, working expenses will
equal 1 per cent, dividend.
Now, taking 55 per cent, of the working expenses as due to hor es,
and reducing the number of horses by 18 per cent, as above, there
should be a saving of 18 per cent, of 55 per cent., or about 8 per
cent, of total working expenses, reducing them to 72 per cent., anl
increasing dividend to 7 per cent, instead of 5.
Road Vehicles.
With reference to the application of roller bearings to vehicles
running upon ordinary roads, it is impossible to estimate the
saving, as the tyre friction of such vehicles varies so considerably.
A committee of the Society of Arts reported some years ago that a
loaded omnibus showed the following resistance on various roads : —
Description of road. (mllBJS^loar). (1^Z,
J On macadam, new granite .. 3 51 101 °09
On macadam, graveled .. 3 '45 41 '4S
On wood paving . . . . 3 -34 41 -60
On aspbalte paving .. .. 3-56 27-14
On granite paving . . 2 "87 17 41
Showing a variation of nearly six to cue. No doubt when this report
was made the asphalle and wood pavings were not so good as at
present.
A glance at the above table shows the wisdom of using granite
paving where heavy loads have to be dealt with. The application of
roller bearings to the wheels of road vehicles will undoubtedly
greatly reduce the force required to propel them, the percentage of
such saving depending upon the character of the road.
The reduction of the starting effort must, however, be of great
advantage in all cases of self-propelled vehicles, and especially oo
when the motive power is electricity.
The simple form of roller bearing exhibited here this evening,
namely, that with the floating cage, will, in the author's opinion,
be found to most satisfactorily resist the shocks arising from the
inequalities of ordinary roads, this opinion being founded upon
results obtained from their application to agricultural implements.
,^^^^»^»^^^^»^»»^^^^»^^
PROCEEDINGS OF TECHNICAL SOCIETIES.
Mechanical Propulsion on Canals "—(eonoluded).
Towing by Locomotive. — The last method or traction to be on-
sidered is towing by means of a locomotive running on the bank.
Some experiments on this plan were made by the Prussian Govern-
ment during a period of four months upon tho Oder-Spree Canal,
over a distance of 1*86 mile which was pu"posely chosen on amount
of the number of windings it contained. Although up to the present
no conclusive results have been obtained as to cost, vet, judging from
former experience au I from the calculations given, it would be too
high to stand competition, even for regular and extensive traffic. In
France, however, a service of this kind was working for several years
on the Neufosse, Aire, and Deule canals, between Les Fontinettes
and the neighbourhood of Douai, over a distance of 47'8 miles with
only a single lock. The locomotive was used only for going up
stream j cash train that it towed consisted generally of two or three
fully laden barges, and the speed was about one mile per hour. But
it could not compete with the horse towage service of the Deule
Canal, and was finally abandoned.
At the present time some experiments are being made upon the
Bourgogne Canal with a small electric traction-engine, which runs on
tho towing path without rails ; but in view of the failure which has
always attended this method of haulage, the author thinks it will
never get beyond the experimental stage, notwithstanding that it has
been stated to be satisfactory thus far.
From the consideration of these four different methods of traction
the author is of opinion that the only plan suitable for English
canals, which are usually both shallow and narrow, is propulsion by
means of screws, driven either by steam or by electric or oil motors.
Haulage on a sunken chain or wiro rope is quite inapplicable to the
winding course of English canals ; and on the Continent it is only
upon long straight reaches with frequent tunnels, or where strong
opposing currents are encountered, that it proves a commercial
success.
Cost of Traction.— On the all-important question of cost, some
plans which may be better from a mechanioal point of view may
be ruled out of court ; while others not so good mechanically, but
cheaper, succeed owing to their cheapness.
The cost of traction varies on every canal, and is dependent upon
1 the regularity of the traffic, the freedom from locks, and other con-
i ditions. A method of mechanical propulsion which is remunerative
I on one canal might not be able to compete with horse traction on
i another. As an example : with the boat trains introduced upon the
: Aire and Calder Navigation by Mr. Bartholomew the coat of
] traction is about the lowest that has been reached, namely, 003 td.
per ton-mile; but, as he stated beforo the Select. Committee on
j Canals in 1883, on a navigation like that of the Leeds and Liverpool
j Canal the same plan would cost 0 3d. per ton-mile, that is to say,
j ten times as much.
It is rather difficult to arrive at an exact basis of comparison for
the cost of traction upon foreign and upon English canals, because
most of the Continental inland navigations are State-aided, and in
some cases the cost of maintenance is borne entirely by the Govern-
ment, to the extent even of carrying the traffic at a loss; and there-
fore the cost per ton-mile includes merely the actual cost of the
haulage and whatever tolls the Government may think best to put
upon the canal, independently of whether it is paying or not.
Whereas on our English canals the tolls havo to be sufficient to
ensure payment of interest, cost of maintenance, &c. In 1866 the
« Excerpt of paper rcaj by Mr. Le.<ue Bodisson at the Institution of
Mechanical Engfnet-fs.
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Jahuabt, 1898.1
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
155
cost of haulage by steam upon the Gloucester and Berkeley Canal
was 0077(2. per ton-mile, while upon the Grand Junction Canal it
was 0'160rf. The difference may be traced directly to the difference
in dimensions of the two canals; for while the Gloucester and
Berkeley Canal is practically a ship canal, the Grand Junction is
one of the shallowest in the country. According to the State
Engineer's Report on the canals of New York State, the cost of
traction upon the Erie Canal and Hudson Hirer wus as high as
0'238<2. per ton -mile, including tolls. In his evidence before the
Select Committee on Canals in 1883, the late F. R. Conder gave the
cost of transport by steam traction on Belgian canals as 0'2Sid. per
Piatb 5.
H-cltU-Cve Coat of Trcnsporl
\ by Ra-CCtvay aruC by CasuU.
\ - >. o_ "SiSt -
«S!^
\ '--s
70-6
'■e.
' jTjMOKR.Jl-
?""'
;■■:■'>.
ton-mile against 0*315rf. by horse traction; these figures include
tolls. The cost of traction by screw steamer towing three other
boats on the Erie Canal was placed in 1892 by Mr. Bogart, an
American engineer, at 0082rf. per ton-mile ; the three boats towed
each carry 250 tons of cargo, and the steamer carries 180 tons. By
horses towing two boats the cost comes to 0°109<2. per ton-mile. The
speed with horses is 1 '6 mile per hour, while with steamers it amounts
to 2'5 miles per hour.
Considering the cheapness of transport by water, it would be
remarkable that the English canals are not more extensively used,
were it not for the foci that most of them are in the hands of the
railway companies ; or at least one or two of the junotion canals
which join important routes are so controlled, and upon these
there are prohibitive rates in force, with the result that the traffic
is kept down on the canals, and is nearly all monopolised by the
railways. Even with the old mode of traction by horses it is found
that minerals can be sent by canal considerably cheaper than by rail.
Time is, of course, an important factor for general traffic, but it is
not of so much consequonce for minerals, for which cheapness of
transport is the first consideration. On the Continent the canals are
the principal means employed for the conveyance of goods, and
improvements are still being carried out in the way of widening and
deepening their channels for facilitating the passage of boats ; whereas
in this country many of the canals are choked up with weeds, and
have been allowed to full into disrepair.
In support of the assertion that even with horse traction it has
been found cheaper to carry minerals by canal than by rail, it may
perhaps be well to quote some evidence. There are three principal
causes which render transport by canal cheaper than by railway, aud
they are, briefly, the following : — First, on a canal there is no item of
cost corresponding with the wef.r aud tear of rails, sleepers, or
fittings, though the cost of maintaining banks and locks must be
taken into account. Second, there is a corresponding saving of the
repairs required by rolling stock and locomotives in consequence of
their running on a rigid permanent way. Third, the most important
reason is that the maintenance of works on a canal b much less
costly on an average than the corresponding outlay upon a railway,
not only from the absence of vibration, but also from the much
smaller magnitude of the works thornselves. In his evidence before
the Select Committee on Canals, Mr. Conder gives the accompanying
Table 8, compiled from information at his disposal, and plotted
Tablb 8. — Relative Coal of Transport by Railway and by Canal.
See Plate 6.
Items of Cost.
Hallway.
Canal.
Maintenance of way
Maintenance of works ...
Kepairs of rolling stock ...
Traction
Traffic expenses
General charges
Interest on capital
Total
1.1
0
7
2-3
l»
«
in
8
30
a
IS
1.1
100
33 '3
70-6
as a diagram in Plate 5, which shows the relative costs for an equal
tonnage transported an equal distance by rail and by canal. It
will be seen that the carriage of heavy goods by canal costs about
one-third of that bv railway.
In Table 9 is added a summary of the average cost per ton-mile of
the different modes of traction on canals : —
Tablb 9.— Average Cost of Different Modes of Traction on Canals.
Name of Canal.
Canal de l'Olse
Saiubre Canal
St. Quentin Canal
Branch Canal de l'Aisne
Canal des Ardennes
Bourgngne Canal
Canals du Lolng, de Briarc, and dn Centre
Mauvage reach of canal between the Marne ana the
Rhine
Canalized Meuse
St. Maur and St. Maurice Canals
Aire and Calder Navigation {tug carrying cargo,
and allowing 10 per cent, for depreciation and
repairs)
Forth and Clyde Canal
Mode of
Cost per
Traction.
Ton-Mile.
Penny.
0-067
Horses
,,
0-01169
,,
o-ow
,,
0 "Oi 85
..
O'OiOtt
j.
0 (178
,,
O-iWI
Sunken
0-0M
Cbain
..
0'1»8
Itunning
0'OtfJ
Rope
Boat Train
0-029
Tugs
Conclusions.— The reason why the cost of transporting goods by
canal is so much cheaper than by railway lies largely in the cost of
construction. Taking the average cost of the Manchester, Sheffield,
aud Lincolnshire and the Lancashire and Yorkshiro Railways, which
was £65,700 per mile, and the cost of the Birmingham Canal, which
was £15,000 per mile, the former is more thuu four times the latter ;
and the cost of maintenonce will be proportionately greater for the
railways. In view of the smaller initial outlay on canals, and the
cheapness of mechanical traction thereon as compared with horse
traction, it may well be asked, why has mechanical traction upon
canals in this country not come more to the front ? The answer is,
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156
THE AtrfOMOTOU AND HOUSELESS VEHICLE JOUMAL.
[JanuAby, 1898.
not that mechanical engineers are unable to design machinery to do
the work cheaply and expeditiously, but that the main difficulty
arises from Tested interests. The all-powerful railways have by some
means or other obtained the control over a portion and even in some
cases over a whole network of canals. Their control over even only
one section of a canal means that they control the canal throughout
its entire length, together with the branches opening into it. On
many canals this leads to their falling into disrepair, or to certain
portions being blocked, thereby effectually preventing any through
traffic. Owners who would gladly have sent large quantities of goods
by canal, and would thereby have opened up a remunerative field for
mechanical propulsion, have reluctantly been forced to send their
goods by the quicker but more expensive railway route. Continental
canals on the other hand are controlled by the government, who in
the interests of the whole community at large, foster this method of
cheap transit ; and this is the main reason why mechanical propul-
sion on canals is more widely developed on the Continent than in our
own country. The cause of the non-success of mechanical propulsion
in this country may clearly be considered to be beyond the forces
which can be controlled by mechanical engineers.
The best method of mechanical propulsion for our own country,
on canals which are still in the hands of private owners, must
undoubtedly be that which necessitates the least alteration to the
existing boats and canals in their present conditions, so as to be
applicable to the boats in their present form, without structural
alterations, and without in any way preventing them from passing
through existing locks. The machinery should occupy as little
weight and space as possible, and should be of simple construction
and capable of being managed by an ordinary bargeman ; the cost of
first outlay and of maintenance must be small ; and last but not
least, the cost of traction per ton-mile must be as low as possible.
As to the best form of boat to be used on any canal, and its relation
to the wetted section of the canal, the author hopes that, as soon as
the experiments of M. de Mas on this subject arc published, the
mathematical and theoretical side of the problem will be satisfactorily
settled.
Mechanical Features of Electric Traction.*
Introductory. — Previous to discussing certain special mechanical
features which enter into the design and construction of an electric
traction system, a few figures may be quoted for showing the
importance of the subject in general.
Table 1. — Mileage of Tramways in America, and number of Carsf
during Six' Tears, 1H90 95.
MILEAGE.
Electric ...
Horse
Hope
Steam ...
Tot il miles
1*90.
2,521
5,41 K)
510
604
9.037
1891.
l.Olil
5,302
591
613
111,599
1892.
5,939
4,161
646
62H
Il,fiti.->
1893.
7.466
3,49?
566
12,1*1
1891.
9,0\>8
2,243
>it!2
614
12,527
12,583
1,2112
599
519
1 4.933
Electric ...
Horse
Hope
Steam ...
Total cars
18S>0.
5,592
21,970
3,795
751
3.M0S
NUMBEli OF CAKS
1891.
8,892
21,798
4,372
815
35,877
1892.
13,115
19,315
3,971
198
37,399
1893.
18,231
li',8::>
4,805
Clli
1891.
1H>'
21, '49 I 36,121
11,7(17 S, 120
4.C7S , 4,8; 1
639 I 2,957
4(1.499
41,068
49,369
Francisco, Los Angeles, Minneapolis, Denver, St. Louis, Pittsburgh,
Philadelphia, Baltimore, and other American cities, electric traction
has been substituted in place of ropes.
Table 2 gives the electric tramway mileage in Europe at the end
of hist year, 1896. It will be seen that Groat Britain is yet much
behind Germany. This is especially remarkable, because the
regulations of German local authorities are generally much the more
severe. Electric trolley roads are now to be found in the oldest and
handsomest of German cities.
Table 2. — Mileage of Electric Tramways in Europe, and number of
Cars, and Horse-power, at end of 1896.
Table 1 shows the mileage of tramways in America for the six
years 1890-5. It is seen that rope taction continued to extend up
to 1894; since fiat time its importance hus diii.inis Led J 11 Sim
# Paper read at the Instil ution of Mechanical Engineers by Mr. Philip
Dawsox.
Country.
Germany
France
Great Britain and Colonies
Austria and Hungary ...
Italy
Switzerland
Belgium
Russia
Other countries
Horse- power.
13,810
4,200
9.617
5,060
2,460
1,570
2,550
150
111
Table 3 shows the great financial importance of tramways m
compared with railways in America. The passenger traffic on the
tramways is six times greater than that on the railways: and the
ratio of working expenses to receipts is lower for the tramways than
h)
a
1 .
a —
0$
£-5
x
i i
41
« ©
I 1
2 °*
2 5
8
« 8 s
c ©
i 1
for the inilways. The gross earnings of the tramways in the United
States are approximately 50 per cent, of the passenger earnings of
the railways, and 15 per cent, of the total earnings of the railways,
whereas the tramwny mileage is only about 6 per cent, of the railway
mile ire. A highly importniit. fiut is that (runway receipts arc
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Janiart, 1S08 ] TSE AVTOMOTOR AttD HORSELESS VEHICLE JOtTRtiAt.
1ft
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found to be practically independent of good or bad trade, and not lo
depend on the prosperity of the country.
Tables 4, 5, and 6 have been compiled from the official reports of
the Massachusetts Board of Railroad Commissioners. Massachusetts
more closely resembles England in the habits of the people and in
local conditions thun any other State of the Union. Table 6 shows
the rapid increase of passenger traffic and mileage. Table 4 sho*s
the difference in cost of completely equipping tramways in small and
large towns, varying from £7,000 to £20,000 per mile of single line.
Table 5 shows that as passenger carries tramways play a much more
important part than railways. It is demonstrated, not only in
America but also in England and on the Continent, that wherever
an electric tramway runs parallel to a railway the former will secure
practically all local traffic. It htis been frequently urged that
me honical motive power on tramways is dangerous to the public
safely. In America, where comparatively high speeds are allowed,
the Railroad Cominbsioneis report that the proportion of passengers
and employes killed during the last two years of electric working
appears to have been about the same as with the use of horse-power
in l«8i.
Table 4. — Cost of Tramway* in Small and Large Town* in
Ma**ichu*°tt*.
Per Mile of Single Line.
Construction ami c |ui|iiuent
Other permanent property
Total cost
Capital investment
Passengers carried, total
,. „ per mile
Table 5. — Pa**fnaer* Carried on Tramway* and on Railway*.
Springfield.
West KihI.
i'l.WJ'."
£11,321
41,7.11
£7,tlo»
£",701
£19,283
£6,197
£30,1.'>2
10,161,011
166.862,2*8
1H0,.M7
648,563
Worke<H>y horses only
...miles
6I-7P9
35-132
,, „ electricity only
... miles
1,002 ^-V.
1,241 -363
„ „ horses uiul electricity
... miles
22 62
14 •M
Total income
£
2,649,274
2,980,188
Dividend
per cent.
6-76
.V87
Hasseug-rs carried, total
2T.9, 791,308
292.8.V.9 43
,, », bv electricity
2m.~i.866, 134
236,644,417
„ ,, by railway
.'.3,928,174
.V.,814,.i2r>
,, ,, excess by electricity
".'1,937,960
180,729,892
For all practical purposes the present subject may be considered
under the three headings of outside work, rolling stock, and power
station.
Outride Work — Wire*. — The overhead line of conductors may be
supported either by brackets attached to poles or to houses, or by
a span-wire stretched between poles or rosettes filed to house-fronts.
For the sake both of appearances and of smooth running the con-
ducting wire should be strained as tight as is consistent with its
tensile strength and with the minimum temperature which obtains
in the locality. The best practice does not allow more than 2,000 lbs.
strain on a K o. 0 Brown and Sharpe (o 325 inch diameter) hard-
drawn copper wire at the lowest temperature to which it will be
exposed. With this limit the strain to be put on the wire when
erected can be easily ascertained from tables. A rough but safe rulo
in this country, where rarely more than 20° F. of frost is to be
expected, is a sag of 0'75 per cent, of the span at an average
temperature of from 60° to 65°. The trolley wire should be of
absolutely even quality, and supplied in lengths of slightly over half
a mile. The joints should be silver-brazed in the copper ingot before
it is rolled. The diameter of the wire should not be allowed to vary
more than 00004 inch. The breaking strain of the wire should be
at the rate of 56,000 lbs. or 25 tons per square inch. In span-wire
construction it is necessary to determine both the height of the eye-
bolts from which the span-wire is suspended, and also the sag. Jn
Table 7 are given dat* of galvanised >teel span-wi vs gem-rally
used.
ec
s
S3
3
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8
a"
1
s"
s
I—
00
8
8
no
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8
5
3
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i
8
X
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X
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3
00
00
3
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3
i
00
s
X
1
00
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«
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5
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8
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n
Sic c a. c
„ , « 9 3 a g _- oo- e a 3
* ? s J- * -. *. s » -. "; '-.
ft 8 * « " «? ,- a' *" n *
§ s
f. ?' ** r *> ~* ti sf =" -r -r "£
*K « *2 S. >C -*T — S '.£ „- „■
'■£ £ S »' «' * 2 ,t- " -
$ t
■* 8
■c
t-
^7
%
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re
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OD
—
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3
y
r^
rrj
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si
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« « ■* a a r- .n- « a -1
,■" S ' «. ». * R g .<: « 2 I
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£• * -is
to -r °
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a
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a
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en
B
a
a a 6
8
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Table 7. — Galvanited Steel Span-Wire*.
I i
8 I
1
Wire-Gauge.
1
No. 15.
0-070
No. 12.
0-110
No. 11.
No. 10.
1
Inch J
0-120
0-135
...
7
7
7
7
inch
t
A
a
A
llM.
10
21
29
36
lbs.,
1,600
3,360
4,640
A, 720
Thickness of wire
Number of strands
Total approximate diameter
Weight per hundred feet run
Tensile strength absolute
Poles. — Upon the amount of s.ig allowed for the span-wires
depends the strain which the side poles must stand. Round curves
these strains are often great, and tubular poles composed of ordinary
pipes wedged together bv liners are useless. In T:iblj 8 are given
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[JANUAKV, 1898.
certain data of standard poles specially designed for this work. All
poles must be of such strength that when in position they will stand
without permanent set the greatest side strains to which they may be
subjected. Terminal poles and pull-off poles on curves should be the
strongest. Ordinary side poles must stand a direct strain of at least
500 lbs. without deflecting more than 4 to 6 inches. Their strength
must be sufficient to carry, besides the trolley wire itself, the
additional weight when the wires are covered with ice and snow.
The poles are always subject to vibration communicated from the
trolley wire. It is of the utmost importance that joints should be
well constructed : which renders it necessary that the several
lengths of the pole should be sweated together. The joint is made
by heating the outside pipe to a welding heat, slipping it over the
inner pipe, and then passing the two togetlter through special rollers.
After completion, if a piece is cut from the joint of the two
pipes they will be found solidly welded together, the joining line
having entirely disappeared. This is known as the " 8 S S " joint,
the abbreviation meaning solid, swaged, and sweated. The tubes
used in making poles are all lap-welded, and the larger sizes are also
riveted along the seam with countersunk rivets. The lengths of pipe
are so put together that the seams of each consecutive length are
120° apart, when the poles are made in three lengt'is, as is generally
the case. If joints are not ao made the pole, instead of bending
uniformly, after a short time gives at the joints. Poles constructed
with. S 8 S joints can be accurately calculated to stand any deter-
mined strain without exceeding a fixed temporary and permanent
deflection. This is not possible with other joints, which always give
trouble sooner or later.
Table 8.— Standard Tubular Poles.
ToUl
Length of
Pole.
Length and Outside Diameter of
Three Component Pipes.
Total
Weight.
lbs.
Free from
Permanent
Set at
ft.
ft.
ins. 1 ft. ins.
ft.
lis.
lbs.
29
10}
x 10 8x8
71 x
7
1,503
4,500
30
17
x 10
8} x 8
9J x 8
71 X
7
1,552
4,400
81
17
x 10
7} x
7
1,593
4,200
28*
29}
16
x 8
8x7
7} x
6
1,193
3,400
16
x 8
9x7
71 x
7} x
6
1,224
3,200
80
17
x 8
8} x 7
6
1,259
3,150
281
16
x 7
8x6
71 x
6
769
2,000
29 It
16
x 7
9x6
7} x
5
991
2,000
30
17
x 7
8} x 8
7} x
6
998
1,800
28}
29}
1A
x 6
8x5
71 x
4
689
1,200
16
x 6
9x5
7} x
4
613
1,000
For the standard poles used at Bristol and Dublin fire sizes are
required, fell Si feet long, and set in the ground to a depth of 6 feet.
No. 1 has to stand a lateral strain of 350 lbs. applied at top, with
maximum temporary deflection of 6 inches, and a strain of 700 lbs.
with maximum permanent deflection of } inch. For the four others
the corresponding limits are: —
No. 1 . . 350 lbs. with 6 inches, and 700 lbs. with } inch.
No. 2 .. 500 „ „ „ 1,000
No. 3 . . 700 „ „ „ 1.200
No. 4 .. 1,000 „ ., „ 1,700
No. 6 .. 2,000 „ „ „ 2,600
The po'cs are required to be as nearly round as possible. A difference
of i inch between maximum and minimum diameter is oil that is
allowed. In order that they may all be as nearly uniform as possible,
■j>s inch more or less than the prescribed dimensions is all that is
allowed. The greatest distance out of the true that is allowed at the
top of the pole is i inch. Ten per cent, of each lot of poles are
tested ; should three poles fail to come up to the requirements, the
right is tescrved to reject the entire lot. The poles are dropped
three times, butt foremost, from a height of 6 feet upon some solid
substance, after which they must show no signs of telescoping or
loosening in the joints.
Insulators. — Insulators must be mechanically strong, and the insula-
tion protected by a metallic covering from external injury. Special
insulators have been designed for every variety of service, samples of
which were exhibited. For ordinary tramway service the wire is
usually soldered into the gunmetal ears of the insulators ; but the
heavy " flgure„8 " wire, used for light railways and high-speed lines,
is supported by mechanical clips. Occasionally an extra heavy round
wire is used, which is then milled out by a portable tool at the
points of support, in order to afford a proper grip for the mechanical
cars.
Boiling Stock — This can be subdivided into car-bodies, trucks,
motors, nnd their accessories. The bodies possess no special features,
except that all framing must be estra strong.
7>«e*». — The supply of suitable trucks for both motor and trailer
cars is of the utmost importance. The introduction of electric trac-
tion has revolutionised the construction of running gear. In former
days, when horses and mules were the only motive power for street
cars, it was considered quite sufficient to support the car body upon
a single set of springs carried by the boxes, a simple bar being often
the only connection between the two sets of wheels. The adoption
of the electric power and of cars equipped with single or double
motors added immensely to the weight carried by the axles, and
rendered it necessary to adopt efficient methods for cushioning and
suspending the motors over the axles, while maintaining a rigid con-
nection between motor and axle. At first the motors were rigidly
attached to the bottom of the floor of the car body. This construc-
tion did not prove a success, for both car floor and motor deteriorated
rapidly, and access to the motors was also difficult.
(To be continued.)
NEW INVENTIONS.
Claiming particularly to apply directly or indirectly to Motor
Vehicles, Ifc.
Compiled for"THB AtrroKOTOB and Hobsblbss Vbhiolb Joctbnal"
by Hbebeet Haddan and Co., Registered Patent Agents, of
18, Buckingham Street, Strand, W.C., London.
*»* At the request of a number of subscribers toe are pleated to
announce that for the future we have arranged to more thoroughly
cover the field of completed Patents referring to the Motor-Car
Industry, by reproducing the latest Specifications and Diagrams.
Patents Applied For.
Abbreviations : Impts., Improvements in ; Belg., Relating to.
1897.
Dec. 1.
28,300.
.. 2-
28,154.
„ 3.
28,609.
., 3.
28,822.
„ 6-
28,822.
., 7.
28,911.
■■ 7.
28,918.
,. 7.
28,932.
.. "'■
28,965.
,. 8.
28,973.
„ 8.
29,012.
„ 8.
29,077.
■■ 9.
29,149.
„ 9.
29.187.
„ 10.
29,230.
„ 11.
29,318.
„ 11.
29,378.
„ 11.
29.404.
„ 13.
29,422.
„ 13.
29,450.
„ 14.
29.511.
.. 14.
29,.i.Mi.
.. 14.
29,581.
„ 14.
29,582.
„ 15.
29.763.
„ 15.
29.801.
,, 17.
29,906.
,, 17.
29,915.
„ 20.
30,114.
„ 20.
30,135.
,, 21.
30,216.
,. 21.
30,240.
„ 21.
30, 266.
„ 22.
30,365.
i, 28.
30,567.
„ 28.
30,612.
„ 29.
30,751.
„ »0.
30,786.
„ 31.
30,862.
„ 31.
30,920.
J. H. Buckley. Impts. driving gear.
L. H. A. P. Kf.exe. Impts. in or additions to motors.
W. D. Pribstman and 8. Pbiestman, and T. Wbiqht.
Impts. Bteerlng gear.
C. H. Whislay. Mechanically and self-propelled vehicles.
J. J. McDaniel. Construction of cycles, motor-cars, Ac.
F. Lamplouoh. Impts. mechanically-propelled vehicles.
C. M. Ti'Rrell and H. J. Lawson. Impts. motor-vehicles.
P. J. Gassier. Electric motor.
A. Grossman . Impts. controllers for motors, Ac.
W. J. George. Brake holder and locking apparatus.
B. B. Ivatts. Hand weather protector.
F. Q. Griffith. Improved multiple speed gear.
A. A. Common. Impts. steering apparatus.
A. Ginkinu and £. Oukxod. Springs for vehicles.
W. L. Adams. Joints for cycles, motor-cars, Ac.
K. J. Wade and Electric Motive Power Co. (Ltd.). Con-
trol and regulation of electrically-propelled vehicles.
H. DowiE and W. DowiB. Impts. relg. motor-cars, Ac.
G. C. Marks (P. Faijeot). Impts. speed gear.
W. H. McNeioht. Impts. joints for frames.
J. Hebbla. Improved method of propelling.
B. Williams. Gear for propulsion of cycles, Ac.
W. H. Denison. Improved driving gear.
G. K. Lancelot'!' and A. U. Thomas. Impts. saddle pins.
J. W. YoirNO. Impts. joints for frames.
W. Baines. Impts. relg. speed gear.
8. T. Richardson and Vv. Price. Impts. driving gear.
8. T. Richardson and W. Price. Joints for frames.
H. W. J. Wilkinson. Impts. motor-cars, Ac.
A. Boiidevillk. Gas or oil motors.
A. L. Fyke. Impts. oil engines and electric motors.
W. Williams. Impts. relg. driving gear.
H. J. Lawson and British Motor Syndicate (Ltd.).
Impts. relg. driving gear.
C. Johnston. Moto.'-car.
G. Dore and H. I. Boxisox. Impts. driving mechanism.
(Date claimed, 10th July, 1897.)
H. W. Payne. Impts. pressure gauges for motor-vehioles.
C. J. H. Gradishy. Mud-guards.
J. Molas. Impts. compressed-air motir-fnrs.
K. Mayne. Impte. chain driving gear.
A. J. Joynt. Impts. mud-guards.
S. E. Baushaw. Differential speed gear.
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Jakuabt, 1898.] THti AUTOMOTOR AND HORSELESS VEHICLE JOU&NAL.
159
Specifications Published.
7,858. Bicycle* or Vehicles Propelled by Oil, &c. Anthony
George New, Palace Chambers, Westminster. April 14th,
1896.
The object of the present invention is to enable motor-cars to be
constructed in a lighter manner than has hitherto been accomplished,
whilst retaining all the advantages caused bj a heavy machine with
regard to momeutum.
A represents the axle, whilst B, B, are two fly-wheels rigidly
mounted thereon, and connected by intermediate gear, C, G, to the
driving wheel, D, of the cycle. The fly wheels, B, carry crank pins,
B 1, to which the connecting rods of the explosion cylinders are
coupled in the usual manner. The intermediate gear, 6, C, may be
arranged to suit various requirements ; for example, as shown, when
one of the straps, F. is tightened around the internally toothed drum,
G-, the cog, H, will cause the pinion, I, to be carried round a*, a slower.
speed than the axle, A, and when G 1 is held stationary the internal
toothed wheel, Q, will cause the pinion, N, to travel around the cog-
wheel, M, keyed on the boss of 0- 1. As the pinion, N, is mounted
within the hub, D 3, the road-wheel, D, will thereby be caused to
rotate.
To obtain a slower speed the drum, G2, is held fast, and the train
of gears, H, I, J, K, gearing with the internal teeth thereof, causes
the road-wheel to rotate accordingly, the wheel, K, being mounted
on the hub of the wheel, D, in a similar manner to N, before
described.
To reverse the direction of rotation of the road-wheel the drum,
G 3, is held by its straps, F, and two or more seta of pinions similar
to N and O are mounted on rotating arms. These arms cm be con-
nected to the road-wheel in any suitable manner in order that it will
rotate in the same direction as the said arms. The wheels, N and O,
in this ease, being rotated around the shaft, A, A cog M is keyed on
the tube, W, which also carries the pinion, I, c >g M, cog J, and
internally toothed wheel, Q, and also provides a bearing for other
parts of the mechanism.
A driving wheel so constructed as to enclose a fly wheel within its
walls is also described.
0,480. TTjilisilfci Steering- Gear. Ernest John Olubbe and
Alfred William Southey, 18, Elm Street, Gray's Inn
Boad, Middlesex. March 10th,' 1896.
This Invention relates to Improvements in steering locomotive road carriages
In which hydraulic pressure Is used as the medium of transmitting power from
the motor to the driving wheels.
The hydraulic engine comprises two double acting cylinders mounted on the
main frame and whose piston rods are coupled to the axle by links, the two
pistons acting together as one and moving in opposite directions, the opposite
enda of the cylinders being coupled by pipes, so that the admission ot water
under pressure from the pump ot the circulation system to the front end of the
one cylinder and to the back end of the other cylinder and the exhaust of the
water from the other ends of those cylinders and the locking of the water in both
ends of both cylinders may be controlled by a balanced valve. This valve is of
the piston type and its cylinder Is connected with the said pipes, whilst other
pipes are respectively connected to the pump delivery and admission. The
position of the piston valve In its cylinder Is controlled by a hand-operated
circular cam concentric with the king-bolt and movable about It as a centre, this
cam being engaged by the forked end of a lever turning with the swivelling
under-carriage and connected to the valve rod. In order that the fluid may be
locked in the cylinJer to hold the piston Immovable at the required position,
the cam plate Is formed of equal segments In different planes connected by a
short Incllued segment intermediate of the segments. The middle part of this
Intermediate segmentcorresponds to the position of the valve at which the water
is locked In both ends of the cylinders, and the operation is such that by moving
the cam through an arc of any required number of degrees, the pressure is
admitted to opposite ends of the two cylinders and the swivelling under-carriage
is turned about the king-bolt through an arc of corresponding extent, the
swivelling motion ceasing when by the lever reaching the middle of the inter-
mediate part of the cam the valve Is moved to such position that the water is
locked in the cylinders.
The steering wheels are mounted on short axles pivoted on vertical axes in
the forked ends of the mtin axle tree, which would in practice generally require
to be pivoted to swivel about a main king-holt at the wneel, axles being formed
by the short arms of elbow levers whose long arms are coupled by links to the
opposite ends of a piston rod which extends through the opposite ends of the
hydraulic cylinder mounted on the swivelling under-carriage (if any) so as to be
always parallel to the axle tree in order that by the motion of the'plsUm in its
cylinder the levers will be moved about their fulcrums. The long arms of the
said levers are, however, curved towards each other or otherwise formed bo that
the distance between their ends couplet! to the piston rod is so much less than
that between their fulcrums, that the steering wheels will be swivelled to slightly
different extents, so that the wheels will run In approximately concentric curves.
The two ends of the cylinder are connected by flexible pipes with the cylinder
of the balanced piston valve whose cylinder Is connected by flexible pipes with
the delivery and admission of the pump working the hydraulic power trans-
mission systems, the valve cylinder being mounted on a bar capable of sliding In
guides on the under-carriage, said bar being coupled by links to the long arms
of the wheel axle elbow levers.
5,393. Generation of Motive Power. Carlo Guattari, 70,
Milkwood Boad, Herne Hill, S.E., and The Chiattari
Power Syndicate, Limited, 16, St. Helen's Place, London.
March 10th, 1896.
This invention relates to an improved method of generating motive power
from carbonic acid gas in combination with reagents, whereby the pressure
required for motive purposes is generated in such a way that the objections
Incidental to the use of carbonic acid gas in the compressed or liquid fonn do
not arise, the gas being, moreover, used over and over again repeatedly.
I The carbonic acid gsj is generated in the usual way at atmospheric pressure,
washed, passed through alcohol, and supplied to a reservoir containing water,
I alcohol, and hydrochloric acid, wherein It becomes absorbed or dissolved. The
liquid holding the gas In solution Is pumped into a boiler tired In the usual way
{ and provided with a sight-feed device through which Dutch liquid (ethene
i chloride) Is supplied in regulated quantities to the boiler. By the reaction of
the carbonic acid solution and of the Dutch liquid under heat a mixture of steam
and gases at high pressure is flashed out, which Is then passed through a
reducing valve to the engine cylinders. The engine exhausts Into a coll or other
form of surface condenser which Is cooled by a solution of ether and chloroform
In water Into which carbonic acid gas is injected from time to time whereby a
refrigerating effect is produced corresponding to from— 90° C. to— 100° C.
the condensed product being returned to the main reservoir for use over agaiu
in the boiler
11,341. Steering Mechanism of Motor Boad Vehicles.
Oamille Alphonse Faure, 37, Avenue de la Republique,
Pari*. May 23rd, 1896.
The steering wheels are pivoted and constructed, or arranged in such a way as
to reduce to a minimum the force necessary to turn them on the road, they
being mounted and operate I so that they are turned on the central bearing
point of their periphery; They are each pivoted on a pin fixed to the end of the
axle, a disc being mounted on the said pin, this disc being received in the hub
of the wheel. The periphery of the disc and the Interior of the hub preferably
have corresponding grooves, and anti-friction balls mounted in the said grooves,
so as to constitute ball bearings between the disc and hub. It it preferred to
convey the steering motion to the said wheels by means of anns secured to the
discs and connected by rods and levers to a pedal, or other operating device.
14,212. Explosion-engines. Charles Frederick Wood, 36,
Ha,nby Terrace, Ordnance Boad, Enfield Look, Middlesex.
June 26th, 1896.
| This invention relates to improvements in explosion-engines, and more par-
, Ocularly has reference to that class of engines in which explosive charges of air
and oil or gas are employed.
I The cylinder is open at one end and closed at the other, and is fitted with
i sliding piston whose roil is coupled with a crank. The cylinder may be pro*
I vided at Its open end with a slotted extension piece, which engages with the
I crank pin, the slot being sufficiently long to allow the crauk to perform Its
j revolution freely and impart to the cylinder its oscillatory motion. The crank
j pin may be provided with a wearing block which is capable of sliding within the
aforesaid slotted extension.
I The said hollow piston may be provided with end covers, the outer one of
which may be made removable and be formed with an eye for connecting the
said piston to the pivot pin on the framing.
An electric sparking device may be employed for assisting In the vaporisation
I of the oil.
The exhaust Is effected through a valve In the cylinder near Its closed end,
the said valve being opened by lneclianical means as hereinafter explained. The
oil or explo.dve mixture is admitted to the cylinder from the hollow piston
through a valve In the piston end opening Into the cylinder, the said valve
being held in Its closed position by means of a spring. 'The valve opens auto-
matically by reason of the partial vacuum formed within the cylinder at each
alternate outward stroke of the piston ; thus the oil or explosive 'mixture passes
from the hollow piston through this valve into the cylinder. Whilst this Is
taking place, a valve or valves on the outer end of the said piston open inward
automatically, thereby letting in a fresh supply of oil or explosive mixture for
the succeeding charge.
The aforesaid hollow piston may In some cases be used as a reservoir for the
oil, which may be fed Into the cylinder through a valve arranged at the piston
end, and the supply of air to the cylinder mav be drawn in at a point above the
surface of the fluid, a partition being provided with an outlet or opening therein
to allow the gas to ascend. By these means any gas arising from the oil Is
drawn with the air into the cylinder. The hollow piston may be utilised for
both purposes at the same time, that is to say, one portion thereof may be
used as a reservoir for the oil, and the remainder as a gas chamber.
For the purpose of firing the charge, two pairs of electrodes are employed,
one fn each pair being movable and the other rigid. One is arranged In the
cylinder and the other upon the end of the hollow piston In such a manner that
the two make contact just at the finish of the inward stroke, and beak contact
to produce the sparks at the commencement of the outward stroke of the piston,
thus igniting the charge and driving the piston outward.
The second pair of electrodes is arranged In the hollow piston, and preferably
at the rear end thereof. One electnwle Is rigid whilst the other Is movable
through a stuffing-box (or other device) to enable contact between the electrodes
to be made anil broken. Electric sparks are thus produced. The movable
electrode may be actuated In any suitable maimer; for instance, by coming
against the reciprocating piston or cylinder. Contact between the tdcctmdes
may be broken by the same means or by a spring surrounding the movable
electrode. The sparking of both pairs of electrodes may be effected at the same
time, or not, as desired.
0,109. Valves and Valve Gear of Gas or Internal Combustion
Motor Engines. George McGhee, Mountblue Engineering
Works, Mountblue, Glasgow. May 1st, 1896.
This invention relates to improvements in gas motor engines having motor
cylinders working on the four-stroke cycle, and the object ot my improvements
are to simplify the valve gear ami make the engine silent and more efficient in
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[JANmBY, 1308.
action by dispensing witli tapped or clack valves and using piston valves in
series.
According to this invention at applied to an engine having two or more sets
of double cylinders mounted tandem together, there may be one valve (rate
comprising the iidet for two cylinders and also the exhaust for another two
motor cylinders, in which said case are two inlets, two ignition and two exhaust-
ports controlled by piston valves. Another valve case similarly organised serves
as the exhaust and Inlet respectively for the aforesaid two sets of double
cylinders thus two valve cases serving four motor cylinders, the valve rods
being reciprocated from a transverse valve shaft driven by two to one gear.
Each said valve case would have located near its centre one air or motor mixture
supply inlet port, on both sides of which is a motor cylinder inlet port, each
controlled by a set of two piston valves on valve-rod. Again, nearer each end
of the case is located a motor cylinder exhaust port, one for each of the other
two motor cylinders, which witli another exhaust port near each of both
ends of case is controlled by its respective valve on both ends of valve-rod or
spindle. The ignition ports maybe located nearthe exhaust ports and controlled
by exhaust valves.
"In lieu of foregoing there may be two valve cases to each cylinder, one case
for motor mixture inlet, and the other case for exltaust, each* said valve cases
having respectively an inlet or exhaust port controlled by a piston valve and a
cylinder port. The ignition poit may tie arranged on either valve rase, but
preferably on mixture Inlet case. Modifications for vertical engines are
described.
The following is a List of Specifications recently published, and
obtainable at the Patent Office, 25, Southampton Buildings, London,
W.C., at the uniform charge of 8rf. per copy. Owing to the enormous
pressure upon our columns it has been found impossible to deal
in any other form with the accumulation of patents now being taken
out in connection with automobilisin. As far as possible, a selection
for special mention is made by the Kditor from the niorc prominent
inventions : —
Applied for during 1896.
19,801. L. E. Fbaipont, Paris. Apparatus for vaporising petro-
leum, Ac.
14,959. Mbbbitt and Naismith, London. Intanml combustion
engines.
17,059. W. P. W. Wbathbrill, Manchester. Wheels.
18,783. H. Austin, Birmingham. Mechanical road vehicles.
19,014. Clocgh, Illingworth, and Bush. Speed mechanism.
12,688. E. J. Pennington. London. Self-propelled vehicles.
23,110. Tanoye and Johnson, Stafford. Gas and oil-engine.
28,160. Slkat, Skelton, and Horslby, London. Driving gear.
22,412. Wellington, Alum, and Drummonds, London. Revers-
ing gear.
15,461. E. BT. Phew, York. Brake, distance record, and speed
indicator.
13,604. H. H. Lake, London. Traction-engines for towing.
16,969. E. J. Pennington, London. Steering.
13,241. J. E. Rickahd, London. Variable speed gear.
13,559a. W. H. Knioht, America. Mot r-vchicles.
10,465. E. Fbssard, Paris. Automotor carriages.
14.776. J. Bjohnstad, E'ritli, Kent. Valves.
13,216. F. E. Walkku, Newbury, Berks. Propulsion and bracing.
13,864. H. Audin, Paris. Gas or petroleum engines.
14,375. Gowlland, Lonrion. Acetylene gas for motors.
6,718. F. O. Pkince, London. Internal combustion engines.
14,709. E. J. Penninoton. Ixjnclon. Motor-cycles.
18,520. W. H. Dcnklby, Birmingham. Motor-carriages.
18,551. CLt*BB«. Ac, Lon'lon. Supporting engines on motor-
carriages.
17,221. Gavtieb and Wehkle, Seine. Motor vehicles.
16,348. D. G. Gordon, London. Ignition apparatus.
15,267. J. F. Stilwell, Dover. Gas, vapour, oil, Ac, engines.
15,127. A. G. Melhuish, London. Speed and power gear.
7,543. I). Best, Canada. Petroleum-engines.
26,302. F. W. Ghkenohass, Epsom. Self-propelling road vehicles.
20,584. W. Lattky, Warwick. Propelling and brake.
16,012. P. E. S:nqkr, London. Internal combustion engines.
16,815. H. J. L.vwao.v, London. Motor-propelled vehicles.
19,136. A. Gkelet, Puteaux, Franco. Explosion motor.
19,207. Clubuk, Ac , London. Speed mechanism, Ac.
19,211. F. O. Prince and C. E. Monkhoitsr, London. Internal
combustion engines.
21,749. Si'ssmakn Electric Lamp Company, Ac, London.
Material for battery plates.
19,774. A. C. Krebs, Paris. Mechanical vehicles.
15.777. C. Tiiekyo, Paris. Electric motor-vehicle wheels.
15,618. Powell and Moon p., London. Driving apparatus.
13,f>76. C. T. Crowden, Nottingham. Self-propelled road vehicles.
16.630. A. Beetz. Par's. Rotary explosion engines.
18,077. A. Slater, Gloucester. Motor roadon-s.
23,492. Monin and Perot, Paris. Gas and petroleum motors.
24.941. L. Kuieokr, Paris. Self propelled vehicles.
28,419. J. I. Thorn ycroft, &e , Chiswiek. rriction clutohes.
17,270. Roots and Venables, London. Potrjtnrs.
18,831. J. Stephens, Gloucester. Oil-engines.
13,981. E. J. Penninoton, London. Road traction.
18,585. Abbol and Johnson, Glasgow. Oil or gas motors.
16,463. Baines and Nobbis, London. Motor-vehicles.
16,447. C. Davis, Gloucester. Self-propelled vehicles.
13,786. Wilkinson and Sbllbiis, Sheffield. Mechanic a! road
vehicles.
13,784. Wilkinson and Sellers, Sheffield. Steam motors.
11,881. W. J. Pitt. Weymouth. Rotary engine.
12.942. Thorp and Marsh, Manchester. Acetylene gas combus-
tion apparatus.
I 12,041. W. R Smith, London. Road motor-ears.
11,342. C. A. Faitbb, Par s. Motor road-vehicles.
11,347. Wiseman and Holroyd, Luton. Hydro-carbon motor.*.
22,820. II. Cabmont, Kingston. Under-frames and driving
appliances.
26,976. C. M. Johnson, London. Motor-vehicles.
30,026. Cordingley and Smith, Carshalton. Oil-molors.
26,233. Allbn and Barker, Staines. Oil and gas engines.
28,527. Mackenzie and Cari.ino, Middlesbrough-on-Tces. G»b,
o'l, steam, &c, motor engines.
27,184. W. E. Simpson, Nottingham. Motor-driven vehicles.
30,075. A Marsden, Leyland. Oil or liquid hydro-carbon motors.
26,546. Sandow and A damson, London. Motor-cars for e'ectric
advertising.
28,053. ClabksON and Capbl, London. Steam-engines.
28,407.' Griffin and Gibson, Coventry. Self-propelled road
vehie'e*.
23,142. J. W. Petavel. Sheffield. Oil or gis engine.
23,825. Bblimier an 1 Niblkpt, Beeston. Motorvehi :les
25,226. Pjwell and Moork, London. Apparatus for driving by
liquids.
27,589. Capbl and Clarkson, London. Atmospheric condensers.
27,568. C. M. Johnson, London. Oil and gas motors.
28,896. J. Lewis, Emsworth. Driving gear.
25,412. Simpson, Bodman, and Simpson, Manchester. Motor-
driven vehicles.
25,052. J. Biktwisi.Iv, Manchester. Steering, braking, Ac.
21,980. J. G. A. Kitchen, Manchester. Steam-engines.
27,089. A. B. Blackburn, Wolverhampton. Motor-cars.
27,535. E. H. Payne, Cri -klewood. Hydro-carbon motors.
27,540. Capbi. and Clabkson, London. Steam boiler furnaces.
27,602. H. C. L. HoLDBN, Woolwich. Internal combustion-
engines.
28,979. Rosbr and Mazurier, Seine. Gas or pet i oleum motors.
22,922. Burbey and Hittton, London. Motor-oars.
24,457. Priestman, Kingston-upju-Hull. Igniting device.
25,558. W. Arnold, East Peckliam. Water jacket improvements.
27,610. Wilkinson and Taylor, Wigan. Steam boilers.
22,609. A. J. lioi'l.T, London. Driving mechanism.
25,720. G. O. Hoi.loway, Birmingham. Roul motor-.ars.
21,274. W. J. MitkdkM, London. Motor-ve .icles
21,675. C. M. Johnson, London. Motor-carriages.
23,802. J. O. O'Brien, Manchester. Au'o ars.
24,311. J. T. Dawes, Flint. Internal eombust'on engines.
29,907. Bradley, Popp, and Wart, Birmingham. Fr.imcs.
20,161. E. J. Penninoton, Coventry. Self-propelled vehicles.
20,166. Clakkson and Capbl, Lmdon. Oil, etc., burners.
20,513. J. Vauohan-Sherbin, Ramsgatc. Electro-motors.
22,369. J. Mackintosh, Louhee, Forfar. Fluid-pressure motors.
22,4'>3. W. A. Martin, London. Driving gear.
24,793. C. Crastin, London. Vaporising oil.
24,805. F. W. Lanchkstkr, Worcester. Ignition.
2i,905. T. VV. Naylor, Heref rd. Vaporisers.
25,345. Siemens, Bros., and Co , London. Electrical motors.
26,292. Baines and Nobbis, London. Lubricators.
21,307. W. J. Pbbbett, Romford. Motor-cars.
21.697. F. W. Lanchkster, Worcester. Power-propelled vehicles.
2'i,997. V. Lacassk, Antwerp. Horseless carriage.
21,731. H. G. Wilson, London. Petroleum-engines.
18,829. F. W. Lanchkstkr, Worcester. Ignition.
20,055. J. Wilkinson, Worcester. Gns, oil, Ac, engines.
1H.S23. J. G. Glover, London. Propulsion.
22,871. Simpson. Bodman, and Simpson. Manchester. Steam
generators.
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THE AUTOMOTOR
-AJXTID
HORSELESS VEHICLE JOURNAL
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
Circulates amongst Makers and Users ol Motor-Cars, Cycles, etc., in the United Kingdom, the Colonies
and the Continent.
Vol. II. No. 17.
FEBRUARY' 15th, 1898.
Pbice Sixpence.
contents;
Tho Diesel Oil-Motor .„
Forbes' Liquid Fuel Regulator * '..
Some Difficulties of Motor-Vehicle Construction
Brown's Oil-Fired Steam Automotor
Les Poida Lourds ... '•
Traction on Highways ■ . \
Clarkson and Capel's Non Luminous and Silent-Flame Liquid
Burner
The Automobile Fiasco • -
Warwickshire Magistrates and the Local Government Board
Home-Drawn Cabs v. Electric Cabs ;. )
Spreading the Light ... .' , ,„
Law Beports ...
The Panhard " No. « "
Proposed Exhibition of Motor- Vehicles ....
Diary of Forthcoming .Events
Answers to Correspondents ... *
Leading Article- The Locomotives on Highways Act
Observations on the Engineers' Strike
Tremendous Excitement in Fleet Street
The Thames Passenger Automobiles
Comparison between Horse-Keep and Motor-Keep
Notes of the Month
Doings of Public Companies
Correspondence
Automobile Club of Great Britain ..;' ... ."
The Post Office and the Mails
Belf-Propelled Traffic Association ™ \"m
Proceedings of Technical Societies ... ""
New Inventions .j.
Fuel
Mol
161
164
188
187
168
171
172
174
174
175
176
176
177
177
179
17fl
179
180
181
im
182
182
184
185
188
188
189
193
198
THE DIESEL OIL-MOTOR.
Evbb since the days of Watt the eff. rta of engineers have been
directed to improving the efficiency of the motor, whether this was
actuated by steam or gas. It cannot be said that the improvement
effected has been great. Certainly, in deeign, material, &c., modern
steam and gas motors leave little lo be des red, but the fact remains
that in the most modern and very best steam motors the heat
efficiency is but some 13 per cent., and this drops as low as 5 p. r
cent, in small oondensing steam plants. In gas or oil engines the
efficiency may be as high as 25 per cent... but more often it does not
exceed 17 per cent, There is thus plenty of room for improvement ;
but even supposing that a maximum could be obtained in practice
not more than 30 per cent, of the heat given to « steam-engine could
theoretically be turned into work.
Steam, contrary to the ideas which generally obtain, is a very
indifferent source of power. In generating it in the boiler there is
a loss of from 20 to 30 per cent. ; its theoretical efficiency is low,
while its nature is such that it condenses quickly with the slightest
fall of temperature. Coal or oil gas are much superior to steam as
sources of power, but hitherto, owing to the methods of combustion
employed, it has not been possible to obtain very satisfactory results.
To .Dr. Otto belongs the credit of having perfected the accepted type
of gas-engine, while to Herr Daimler b> longs the credit of having
adapted this motor for automobile purposes, and another German —
Herr Diesel — enjoys the proud distinction of having effected the
greatest improvement in the efficiency of heat motors since these were
first invented. He has, in fact, obtained in his motor an efficiency
three times that of the best steam-engine, and half as much again
as that of the best gas-engine. The Diesel motor is a remarkable
and unique instance of synthetic reasoning. Starting with — and this
is where so many inventors and would-be improvers fail — an accurate
knowledge of the physics, or perhaps we should say the thermo-
dynamics, of bis subject, he has turned his contractive reasoning
into mechanical eff i ot.
The Diesel motor has also merits which the ordinary gas or oil
motor lacks. It, in short, comes nearer the ideal motor than any
other. It has been exhausti vely tested and examined by the greatest
engineering authorities in France and Germany. One of our dis-
tinguished engineers, Mr. Bryan Donkin, M.I.O.E., baa also examined
it, and it is from an article contributed by bim to our contem-
porary The Engineer, and also to one contributed bv M. Hospitalier
in La Locomotion Automobile, that we are indebted for the following
particulars: —
A'ew Theory of the Proeeet of Combustion. — The chief points
forming the groundwork of the new method, as proposed by Herr
Diesel, are the following : — In every process of combustion a dis-
tinction must be carefully drawn between the temperature of ignit ion
and the tempt rature of combustion. The first is practically constant,
and depends only on the physical properties of the combustible.
The higher the pressure, the lower this temperature of ignition.
The temperature of combustion, on the other hand,, is variable —
always much higher than that of ignition, and depends on many
conditions, but chiefly on the quantity of air supplied. Hitherto the
temperature of combustion has been produced after ignition, by and
during the process of combustion itself. Starting from theory,
Herr Diesel has evolved a new method of what he calls "rational
combustion," for which four conditions are essential -. —
(1) The temperature of combustion shou.d not be produced by
and during combustion, but before and independently ot it, entirely
by the mechanical compression of air. This apparently contradictory
itiea, which involves a complete reversal of our present no ions of
combustion, is really grounded on the Carnot process.
(2) It is essential that the a,ir be compressed adiabatically only,
and not at first isothermally, as required by the perfect process.
In this way it is possible to rai.se the air to the temperature of com-
bustion by pressures much lower than those required in the perfect
Carnot cycle — say,, from 30 to 50 atmospheres only. It is by reason
of this departure from the pure theoretical cycle, in which pressures
of fiom 100 io 200 atmospheres, and more, are required, that it
N 2
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162
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Fei^aey, 1898.
An
becomes possible to carry out the method of combustion at all
impossible is replaced by a practical working cycle.
(3) The air being thus already raised by a diabatic compression to
the temj eriture of combustion, the combustible must be injected
into it by degrees in such a way that the heat developed by gradual
combustion is converted into work as it is produced, by reason of the
corresponding expansion of the air and gases driving out the piston.
If this be done, combustion will produce only a very slight, if any,
rise in temperature.
(4) The fourth condition also contradicts our present theories.
It has hitherto been held that the excess of air for combustion
should be reduced within the smallest limits. With Herr Diesel's
method, on the contrary, a large excess of air is required, but this
surplus quantity is carefully regulate^ and the anrount previously
determined for each kind of combustible.
Ttcehe Sorte-Poteer Experimental Engine. — The vertical tingle-
acting single-cylinder inverted engine first made resembled a gas-
engine in construction and design. The piston was above, acting
downward in the usual way through a connecting-rod on to the
crank. An auxiliary, or valve-shaft, driven from the crnnk-shaft by
means of conical wheels carried two cams opening respectively the
oil and air valves, which were held on their seats by springs. The
working circle in this and the succeeding engines is as follows : —
Fio. 1.
(1) The piston, driven down by the momentum of the fly-wheel,
draws in atmospheric air through a val.e at the top. (2) The piiton
rises, the air valve closes, and compression takes place till the air is
at a sufficiently high pressure to uttain tl-e tempor.itiir? necessary to
produce combustion. Both temperature and pressure are regulated
by the' stroke of the piston, or the size of the clearance space.
(3) Piston descends (motor stroke), oil admitted and injected into
the air at high pressure from a small oil pump, the stroke of which is
Fig. 2.
regulated by three different cams on the auxiliary shaft, giving a
cut off at 2 per cent., 5 per cent., or 10 per cent, of tho stroke. Thus
gradual combustion is obtained after cut-off. and the air expands till
the piston reaches the lower dead point. (4) Piston rises, exhaust
valve opens, and air and gases of combustion are discharged to
atmosphere ; the cycle then recommences. The engine is started by
connecting it to a receiver of compressed air, which is filled by the
motor itself while running. There is no light, or ignition burner, and
combustion is spontaneous.
Water Jacket. — The new motor was worked at first without a
cooling jacket, but it was afterwards found desirable to add one. Tho
water jacket is not, however, a necessary evil, as some think, but is
required theoretically to carry off part of the heat, and in Herr
Diesel's opinion all efforts to diminish greatly the losses of heat
under this head are futile. There is only one right way, according
to him, to secure this object, namoly, to choose such a procejs of
combustion that more heat than at present is absorbed in doing work ;
then, even on theoretical grounds, there will be less to carry off. As
the new method required high pressures, temperatures, and speeds,
the lines of existing engines could not serve as models, and almost
every detail was the result of long and patient study, extending over
two years. At the end of that time a second engine of the sam? size,
embodying vsri?us improvements, was eons'rucled, which, although
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163
far from perfect, gave surprisingly good results, and ran for months
with oil and -with lighting gat, to furnish power for part of the
Augsburg Maschinen-Fabrik. As the result of these different trials,
a new 20 H.P. petroleum engine was made, and tests on it were
begun in the early part of 1897.
Twenty Horte-Pomer Experimental Engine. — This latest engine is
shown in Figs. 1, 2, and 3. Fig. 1 is a general elevation ; while Figs. 2
and 3 are sectional elevations ; Fig. 4 is a plan of the cylinder head.
As will be seen, it is verlical, inverted, single cylinder, single acting,
and similar in external construction to an ordinary oil-motor. C is
the cylinder. The piston, P, acts downwards through connecting-
rod, 4, on to the crank, c, below. The valve-shaft, W, driven by
bevel wheels from the crank-shaft, carries several cams opening
Fio. 3.
respectively the oil valve, », the air valve, V,, and the exhaust
valve, Vs — Fig. f . Another cam works the Talve, V, for starting. A
small vertical air pump, Q, also water-jacketed, and driven from the
connecting rod by levers, X and z, forces air under pressure into the
receiver, L, at the left hand side of Fig. 2. By means of the branch
pipe, S, from L, the tame pressure, which is much above thut in the
motor cylinder, is maintained in the injection nozzle, D, lo which
the petroleum passes through the small central needle valre, n. By
vtrying the pressure in the receiver, and the stroke of the air pump,
the admission of oil can be accelerated or retarded, and the progress
of combustion thus regulated.
Tetls.— Experiments were made on this new 20 H.P. engine in
February, 1897, by representatives of the Krupp, Sulzer, and Deutz
firms, and by Professors Schrtiter, Gutermuth, Sauvage, and ethers.
Most of the trials lasted several days, and the engine wat put to the
test in every possible way. These experiments confirm Herr Diesel's
statement that the efficiency of his engine is higher than that of other
motors. The boiler efficiency is equal to unity, there being none.
The theoretical possible heat efficiency varies from 60 per cent, to
70 per cent., and is about twice as high as is pos«ible in the best
steam-engines, and half a* much again as in internal combustion
motors. This in part explains the superiority of the new engine,
especially when made compound as described. The indicated
efficiency, or the percentage of heat actually turned into indicated
work, is 70 per cent, to 80 per cent, of the maximum theoretical
possible efficiency, while the mechanical efficiency is 71 per cent, to
75 per cent. Perhaps one of the most important characteristics of
the engine is its small dimensions, as compared with other explosion
motors, being much less in size for the same speed and power. The
mean available pressure is also higher, the area of work, as shown by
the indicator diagrams, is larger, and hence the cylinder dimensions
less. It was at first thought that the very high pressures of air would
necessitate heavy connecting rods, levers, and crank-shaft, but it is
now found that these can be lighter than usual.
The performance of the engine is regulated by the cut-off, that is,
the period during which oil is admitted, and it responds quickly to
the governor. No explosions are missed, and this is an advantage as
compared with internal combustion motors, one of the chief draw-
backs of which is their irregularity in running. The engine is always
ready for work, and no dirt or grease collects on the internal surfaces,
because combustion is complete. No arrangement for ignition, either
eleclricsl or by flame or hot tube, is required, nor is there any vaporiser
or pulveriser. Unlike the steam-engine, it gives practically the same
results, whether made large or small, and, therefore, no object is
gained by centralising the power, nor need it all be supplied for
Fio. 4.
many purposes from one engine, with the consequent disadvantages of
long and expensive shafting. Of course, the chief l ecommendation
of the Diesel motor is its low comsumption of oil, which is only } lb.
per B.H.P. hour, under normal working conditions.
Experiments have already been made with petroleum and lighting
gas, and the Augsburg Maschinen-Fabrik are testing the motor with
ordinary hard coal, and are now coustructing a 150 H.P. compound
experimental engine, with generator for driving it with cheap or
power gas. The oil trials made by Professors Scbroter and Gutermuth
showed a heat efficiency per I.H.P. of 34 per cent, to 35 per cent.,
or 50 per cent, more than is obtained in gas-engines when working
at maximum power. Further, the engine is new, and capable of
greater development. If power gas from a generator be used, there
is of necessity a loss of heat in the generator, which only converts
about 80 per cent, of the heat in the coal into gas ; but improve-
ments in this direction may be expected, especially if the gas be
compressed to 40 or tO atmospheres. The latest experiments with
tho 20- H.P. engine show a consumption of 0'47 lb. oil per B.H.P.
hour. Herr Diesel's views are confirmed by Professor Schrdter,
who considers that the theoretical principles on which the engine
is constructed hare been justified by the result. In most new inven-
tions engines have first been built and their theory deduced after-
wards; with this engine the contrary course has been successfully
followed.
Profettor Schrdter' t Triali on a 20 H.P. Diesel Oil- Engine. —
The engine constructed by the Ma-chinen Fabrik-Augsburg «»i
tested by Professor SchrSter under the following heads : —Indicated
and brake H.P., consumption of petroleum, quantity of cooling
jacket water, and heat imparted to it. and temperature of the exhaust
gases. Arrangements were aleo made to determine the chemical
composition of the exhaust gases and heating value and composition'
N 3
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}<H
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.^ [f«br.ui»t, 1898.-
of the petroleum,- and the results checked in the Technisohe Hoolv
Schule it Munich. Both the motor cylinder, in which the ordinary
four-cycle was carried out, and the single-acting air pump were indi-
cated. The piston diameter in the motor cylinder was 9'8 inches and
stroke 15" inches ; diameter of the air-pump piston 2'7 inches,
stroke 7'8 inches. The indicator springs were previously carefully
tested, and the mean values obtained were taken. The scale adopted
was 1 millimetre per atmosphere. The efficiency was assumed to
be the difference in indicated work shown by the motor cylinder and
air-pump indicator diagram. There were five trials in all, two at
full, two at half-power, and a fifth while running empty. Each
lasted one ' hour. Fig. 5 gives an indicator diagram tilcen during
a full-power trial ; Fig. 6 an indicator diagram from the air-pump
or negative work. During the two experiments at full power the
revolutions per minute were respectively 171 and 154 : the governor
was fixed during each trial, and no variations in speed were allowed.
It was shifted for each fresh experiment. The mean pressure in
the motor' cylinder was 7'4 atmospheres, 108 lbs. per square inch;
•Mini"
INDICATOR DIAGRAM.
Full Power Test
Engine Cylinder.
fitHfntaAf-^urrutZ
FlO. 5.
AIR PUMP CYUN
Fig. 6.
I.H.P. 26"5 and 23'6 respectively — deducting the air-pump l.H.P.
This difference in power in the two cases was due to the different
speeds. A brake was applied, and gave for the first trial 198 B.H.P.,
and for the second 17'8 B.H.P., or a mean mechanical efficiency of
75 per cent. Professor Schroter remarks that " all his co-workers
were surprised at the simplicity of the engine, and the ease with
which it was started," by connecting it to the receiver, where the
pressure waB always 40 atmospheres. He considers that " it ran so
quietly and steadily that it was difficult for an outsider to realise the
forces brought into play." No difficulty was found in preventing
leakage from the receiver.
Consumption of Oil, Heat, Value, ^c— The petroleum was taken
from a carefully-gauged can, duly weighed before and after each
test, and the consumption found to be 054 lb. and 052 lb. per
B.H.P. and 0 40 lb. and 039 lb. rer l.H.P. per hour respectively
for the two full-power trials. For the two trials at hair-power,
namely, at 95 BIH.P. and 98 B.H.P., the consumption was 0 61 lb.
per B.H.P. hour. These figures show that even now, in its earlier
experimental stage, the engine is ahead of other oil-motors, and
while running at ordinary speed with normal full load gives a con-
sumption in round numbers of i lb. oil per B.H.P. hour. It should
be- noted that the relatively increased consumption at half-power
is only 15 per cent. The temperatures of the exhaust gases were
taken behind the exhaust valve, those of the cooling water into and
out of the jacket. The quantity of water was measured from time
to time by observing the lenjth of time required to fill a large
tank, and the temperatures being simultaneously rc:id off, the heat
carried off in the cooling water jacket was thus approximately
determined. The density of the petroleum used was repeatedly
taken from both the feeding can and the supply tank, and was
found to be ahout 0'30 when reduced to normal temperature. The
mean composition of the oil was 85'13 per cent. C, 14-21 per cent. H.,
and 0'66 per cent. O.
''■••' '■• •• ' Heat Balance (Full-Power TriaU):' '
I.
Heat turned into indicated work. . 33 7 per cent.
„ lost to cooling water. . . . 390 „
„ dissipated in other ways .. 27'3 „
Total'
.. 1000
Actual heat turned into work on
the brake 25 2
II.
8t'7 per cent.
403
250 „
J 00-0 „
262
FORBES' LIQUID FUEL REGULATOR.
Sib Charles S. Forbes, Bart., of Castle Newe, Strathdon, Aberdeen-
shire, has recently patented a regulator for regulating the supply of
liquid fuel to a furnace, which possesses some 'novel and interesting
features. The apparatus is constructed as follows : — A cylinder formed
from brass or other suitable metal is carefully bored and fitted at one
end with a gland or stuffing box, and at the other with a screwed plug.
A piston rod passes through a well fitting piston which occupies the
lower part of cylinder and above the piston, and pressing upon it is
a spiral spring, the upper end of which presses upon the screwed
plug. The piston rod passes through the screwed plug at its upper
end and is threaded and fitted with a milled headed nut, the lower
end passes through a stuffing box and is fitted with a coupling. Ports
are formed in the cylinder by means of screwed connecting pieces
cast with it. One of the ports opens beneath the piston and is
coupled by means of a union with the steam boiler, the other port is
above the piston and serves to convey any steam that may leak past
it to the chimney, or a condenser when employed. The foot of the
cylinder is screwed, and to this is fitted a distance piece which serves
to carry the oil cock.
This cock consists of a casting in which is a valve and an inlet and
outlet port, one of these ports is connected by piping to the oil tank,
or other supply, the other to the jet or burners. The valve is
mounted upon a piston rod which passes through a stuffing box at
either end, the lower end of this piston rod being screwed or threaded
and fitted with an adjusting nut whereby the valve may be so
regulated as to prevent the flow of oil to t*ie burners being entirely
stopped.
Tne upper end of piston rod is secured to the coupling of regulator.
The modus operandi is as follows: — The combined regulator and
cock being mounted up in any convenient position by means of a
bracket, generally cast in one piece with the cylinder, connection is
made with the steam boiler and the oil supply and burners. Steam
now enters beneath the piston which is forced upwards against the
spring, the tension of which is regulated by means of the screwed
plug, until the piston remains stationary at the desired boiler
pressure, and the valve in the cock admits sufficient oil to the
burners. If now a l*ss demand of steam is made on the boiler and
the pressure rises the piston will force up the spring and diminish
the oil supply. On the other hand, should the boiler pressure fall,
the spring will force down the piston and admit a larger supply of
oil to the burners. By means of the adjusting nut threaded on the
spindle passing through the cock the valve is prevented when desired
from entirely closing. In some cases the adjusting nut may be
dispensed with, the regulation of the oil valve being effected by the
coupling suitably modified.
Referring to the accompanying drawings, Fig. 1 is a part sectional
view on line A B, Fig. 2; tig, 2 is a plan; Fig. 3, modification of
plan; Figs. 4 and 5, modification of oil valve adjustment; Fig. 6,
modification of piston rod packing; Fig. 7, modification of jointing.
In the drawings, 1 is the cylinder which may be formed of brass or
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FEBsr abt, 18»8.] THE AVTOMOTOR AND HORSELESS VEHICLE JOURNAL.
165
other suitable metal. This is carefully bored out and fitted at the
top end with a plug or stuffing box, 2, threaded as at 3, or it may be
adjustably secured by studs or bolts and nuts, 4, tee Fig. 3. The
base of the cylinder is fitted with a screwed plug or gland, 2*, in
packed with rings, 11, as shown, is employed, serves by means of the
nut, 12, threaded on the rod to securely hold the same. The piston
rod after passing through the glands, 2, 2*, is threaded into the
adjusting wheel or nut, 13, which is recessed as at 13s, on its underside,.
Forbes' Liquid Fukl Regulator.
which holes, 5, are drilled so as to enable it to be adjusted by means
of a key. A piston-rod, 6, formed from any suitable metal, is turned,
threaded as at 3, and pinned as at 7, to the coupling, 8. A shoulder, 9,
is formed on the rod, and when the particular type of piston, 10,
Surrounding the piston rod is a spring, 14, this spring presses upon
the piston, 10, and the underside of stuffing box screwed plug or'
gland, 2, its tension being regulated by screwing the same up or
down. Ports, 16, 15', are formed by means of tlie nose or connecting'
N 4
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Fbbbcabt, 1898.
pieces, 16, screwed as at 3. The pipe conveying steam from the
boiler is connected by a union or like means with the port, 15, which
opens beneath the piston, any waste steam passing the piston being
conveyed to the chimney or condenser when such is employed by the
port, 15*. The foot of cylinder, 1, is screwed as at 3, and by this
means carries the distance piece, 17, the end of which is similarly
threaded and supports the oil-cock, 18. This cock is usually cast
from gunmetal or brass and has an inlet port, 15b, and outlet port, 15%
cored or formed in the branches which are threaded at their end* for
connecting up the oil feed and discharge pipes. A valve, 19, is
mounted on a turned spindle, 20, formed from some suitable metal,
and is secured in position by the nut, 12. This spindle passes
through the stuffing box, 21, and is secured by adjusting nuts, 12l, to
the coupling, 8. The lower end passes through the screwed cap, 21 ,
and gland, 2", a lock-nut, 121, being threaded on the screw end of
spindle, 20.
The regulating device may be attached to the boiler or elsewhere
by flanged seating, 22.
The operation of the apparatus is as follows : — The ports, 15, 15*,
are connected by suitable piping with the boiler and condenser or
chimney, the flow of steam to port, 15, being regulated by a cock.
The ports, 15b, 15«, are connected to the oil tank and burners, a cock
being placed between the oil tank and port, 15b, to cut off the supply
of oil when the apparatus is out of use. The spring, 14, is now
regulated as nearly as possible to the boiler pressure by turning the
adjustable screwed plug or gland, 2, until the maximum supply of
oil required is attained, the adjusting wheel, 13, being then run down
to the face of the gland to prevent this supply being exceeded.
Should the boiler pressure increase the piston will be forced up and
the supply of oil reduced or entirely stopped. Since, however, oil-
burners tend to blow out in rough weather if the supply of oil be
suddenly diminished the small regulating nut, 12', may be employed,
by screwing this up the valve con be so regulated as never to cut off
the supply of oil entirely.
Pig. 6 shows a modification of a piston which has given good
results. The rings, 11, shown in Fig. 1, are dispensed with, and a
cupleather, 11*, employed. It is found that the water which collects
beneath the leather suffices to effectually protect it from the direct,
action of the steam, moreover, it is more convenient for small-sized
regulators and keeps steam tight with the minimum of friction.
Pigs. 4 and 5 show in part elevation and section a modified form of
adjustment which may in some cases replace that shown in Fig. 1.
The upper end of spindle, 20, passes through the coupling, 8, which
is formed with a milled edge, 23, and turns loose on tlie end of
piston rod, 6, supported by the collar and pin, 24. It can be locked
in any position by the nuts, 12.
Three claims are madi. Tho number of the patent is 28,279, of
1896.
SOME DIFFICULTIES OF MOTOR-VEHICLE
CONSTRUCTION.
{Contributed.)
Thk introduction of a new principle or a new machine is always
looked upon by different sections of tho public with different degrees
of interest, and when the adoption of such a new principle is at all
likely to make any sweeping alteration in any particular method of
our everyday life, the diitrust with which it is met by the one section
is not more intense than the enthusiasm with which it is hai'ed bv
the other. But as distrust and enthusiasm are both in a great
measure the outcome of ignorance— distrust, through an underrating
of the value of an invention or innovation, and enthusiasm through
an overrating of it— it will be the policy of the wise man to steer" a
middle course, and to become acquainted with the difficult es
connected with a new project, end how tbey are to be orercome, before
coming to any decision us to its era-making probabilities.
To get some idea of these difficulties it is nocepsnry to note the
more general methods by which it is proposed to apply mechanical
power to the propulsion of road-vehicles. Broadly speaking, there
•re three sources of power which may bo employed, viz., electricity,
steam, and gas. In Ticw of the difficulties and disadvantages
attending the use of electric energy and steam power, many engineers
think that the most satisfactory solution of the problem of mechanical
traction on roads is to be found in the uso of oil or vapour as a
source of power, and it is, therefore, to tho difficulties to be found
in the application of oil to the moving of road-vehicles that our
attention will be directed.
The use of inflammable air for obtaining motion has been experi-
mented with since the year 1791, when one of the first patents for
gas or vapour engines was granted, and since that period the science
of gas-engine construction has rapidly advanced.
Without going into the theory and practice of oil-engines, and the
application of such engines to road-vehicles, it will be necessary to
point out those problems and difficulties which it would seem are the
most essential to solve and overcome, and which up to the present
have been the most serious obstacles to the production of a perfect
road-vehicle — that is, one which shall most satisfactorily fulfil the
requirements of such a vehicle ; and it will be well, before going
further, to determine exactly what such requirements are.
The first essential of a motor-vehicle is that it shall be as simple
as possible in construction, so that it may be handled by the
inexperienced in mechanical matters easily and surely. It must be
capable of exerting without any difficulty the maximum power which
will be required in propelling it under the most adverse conditions
of load, distance, speed, and nature of road which it will ever be
likely to encounter. It must be easy to regulate, both as to power,
speed, and direction, and such regulation must be accomplished with
absolute precision.
Another condition, and one which is of the greatest importance if
the motor-vehicle is to compete successfully with animul traction, is
that the cost of energy and maintenance snail be as low as possible.
Many of these requirements have already been fulfilled in vehicles
at present in use, though not in an altogether satisfactory manner.
An oil or gas engine, to give out tho best results and to show a
maximum of economy in working, must be run at a constant speed,
or as nearly constant as possible. On the other hand, a road-vehicle
must be capable of constantly changing its rate of speed ; so that, it
becomes impracticable to directly couplo an oil-engine on to a vehicle,
and an intermediate system of gearing must bt< employed.
Another reason for this intermediate gearing between engine and
work is that, although the vehicle must be constantly stopped and
sometimes reversed, the motor must continue running, and that in
one direction only. To start an oil-engine requires the application
of manual power, which it would be inconvenient to apply at every
stopping and starting of the vehicle. To reverse such an engine,
even were reversing mechanism easily applied, would also involve
stopping and the consequent manual effort of starting.
It is in the arrangement of the system of gearing that our first
great difficulty lies. The problem of varying the speed of revolution
of a shaft driven from another shaft running at a constant speei is
one, however, which has not yet been solved in a way to make it*
application at all practical. In the application of such a mechanism
to motor-cars it must be remembered that it is necessary to accom-
plish the change while running, and also in a manner which will
give any speed, not one of three or four fixed speeds. This then is
Problem No. 1. The arrangements at present in use for accom-
plishing this object are complicated ; they generally involve
excessive friction, in some cases seriously affecting the economical
transmission of power between the engine and the vehicle driving-
wheels. They are also in nearly all cases confined in their action to
a series of throe or four pre-determined speeds, and in that
particular do not give to the vehicle on which they are apolied that
ready regulation which is essential in the crowded traffic of our
streets.
The next difficulty arises from the governing of the cng'ne. The
governing of an oil-engine presents difficulties which are not found
in the gas-engine, and these difficulties vary considerably with the
various methods of vaporising the oil or spraying it. It is in
engines in which the system of heating and spraying the oil
in order to mix it with the air charge and so form an explosive
mixture is employed that the difficulty of governing the engine is
mostly felt. This is also the case in those engines in which the oil
is injected into the cylinder and vaporised by the heat of the
cylinder walls and enclosed hot air. In the first case the heated
exhaust is used to heat the vaporiser, and if the plan used in the gas-
engine were employed, that is of cutting olf the supply and allowing
no explosion to take place until the speed is reduced, the vaporiser
would cool to such an extent as to stop its action altogether.
As at present arranged, governing is only effected by either
reducing the oil supply or by cutting it off and keeping the hot
exhaust in the cylinder and allowing it to be alternately compressed
and expanded by the piston. In the first of these methods the
economy is very little, the engine using nearly as much oil when
running light as with full load. In the alternate method, the
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167
vaporiser, in spite of the imprisoned exhaust, rapidly loses heat, and
the explosions will be unable to be resumed if the cut-off losts for
any length of time. In the second method, in which oil is injected
into the cylinder and there vaporised, similar difficulties arise.
Yet another type of engine is the one in which the oil is vaporised
in a vessel separate from the cylinder, and the difficulty of governing
is not in this case so great, the ordinary method of governing as
applied to gas-engines being generally employed with good results.
But even such a method when compared with the governing of a
steam-engine, with its beautiful system of cut-off and expansion, is
crude and requires greatly improving upon. This, then, is Problem
No. 2.
The next difficulty arises in the cooling of the engine cylinder ; in
engines using heavy compressions and high temperatures it is very
necessary to keep all the working parts as cool as possible in order to
prevent overheating of bearing and scoring of cylinders. This
has been accomplished in many instances by casting numerous ribs
of iron round the outside of the cylinder, giving a large surface
for the radiation of heat from the cylinder. This plan is, however,
not always effective, and where an engine is running constantly on
Heavy loads the working parts in this arrangement are likely to
become considerably overheated.
Another method has been to cast a water jacket round the cylinder
and use a water circulation from a tank, often taking it through the
tubes of which the frames of the vehicle are constructed, ani so
getting a larger radiating surface.
Neither of these methods are altogether satisfactory. The first is
open to the objection that in order to allow a free circulation of cool
air to reach the extended ribs of the cylinder the engine must be
exposed to dust, dirt, and weather. The latter method is objection-
able on sccount of the weight of the circulation water, the necessity
of constantly replacing it by cool water on long runs, and the great
liability to leakage at the joints owing to the straining of the vehicle
frame. It. is also very liable to sot up internal corrosion, and thus
materially weaken the frame construction. Problem No. 8, there-
fore, is to devise some simple method of cooling the cvlinder and
working parts of the engine without more than is absolutely necessary
increasing the weight or inconveniencing the attendant by want of
constant attention.
The next difficulty arises in connection with the exhaust, which,
unless restrained, is noisy, and gives off offensive smells. Various
kinds of silencers have been devised, some attended with great
success ; but it is probable that in most cases they produce some
back-pressure, which is to be avoided, and in all eases they fail to
get rid of the smell. So that Problem No. 4 is to devise an efficient
silencer, which shall produce no back-pressure on the engine, and
■hall at the same time, by condensation or otherwise, remove the
odours of the burnt or partially-burnt gas.
These problems have been for a considerable time engaging the
attention of engineers, and have in some few cases been partially
overcome. But there still remains a great field for improvement,
and they have only been pointed out with a view to showing the
direction in which inventive labour must be turned, and as demon-
strating to the uninitiated the difficulties which have yet to be
overcome.
To judge the motor- vehicle by its present standard of perfection or
imperfection would be obviously unfair : it can only be regarded as
an indication of the progress which is being made. That so much
has been accomplished is greatly to the credit of those who have the
work in hand, and gives every encouragement to look forward to the
ultimate perfection of this class of vehicle. That its introduction
in a thoroughly practicable form will solve to a great extent the
increasingly difficult problem of street traffio in large towns, by
giving better control and limiting the ground space occupied by each
vehicle in a crowded thoroughfare, must be universally acknowledged.
That it will contribute in a great measure to the more healthy and
sanitary condition of our streets is also apparent.
The substitution, however, will not take place in a day, but it is
sure to come. The struggle between conservatism on the one hand,
and radical improvement on the other, can have but one ultimate
result, and as the stage-coach of years ago has been supplanted by
the railway of to-day, so the horse-propelled vehicle of to-day must
in the near future give way to the improved motor-vehicle ; and
the more rapidly the difficulties indicated are overcome, and the
different problems satisfactorily solved, the sooner will the reform be
completed.
BROWN'S OIL-FIRED STEAM AUTOMOTOR.
Mb. W. H. Brown, of Beechcroft, Devises, sends us, in reply to
our request, the following description and illustration of what seems
to us to be an exceedingly well-designed anl useful steam vehiole.
He writes : —
" Referring to your favour to hand, I am pleased to give you
what particulars I can that I think will be of interest to you. I
should havo been pleased to have sent you the working drawings,
but I only have them complete as far as the engine and boiler
go. The car body gearing and wheels were made from dimen-
sioned hand sketches. The general arrangement of the car you can
see by the photo. It is a four-wheeler, and steers with the front
pair, which work in forks, with a spiral spring on the top. This
arrangement I am going to alter and use the jointed-axle principle,
as it is a much better and stiffer job and admits of better springs
being used. The front wheels are 2 feet diameter and the back
ones are 3 feet diameter, and are the drivers. The car body is like an
ordinary governess car, capable of seating four comfortably, two each
side — three might be crowded in.
" The advantages of this form of car are that the passengers are
together and can talk, and the driver gets a gx>d view in both direc-
tions; in fact, it is as easy to run backwards as forwards. This
feature I hare found most useful in narrow roods and lanes where
there is not room to turn round.
*M^M**^^^^**^^M««**MM^
! " Chan do escribe, refierese Al
LB88 YeHICLB JoCBNAL."
'THB ACTOMOTOB AND HOBSE-
" The engine is a double-cylindered one, with cylinders 21 inches in
the bore and 3-inch stroke, and are geared four to one and ten to one
respectively for the fast and slow speeds, and run about 400 revs, per
minute for 12 miles an hour. It is fitted with an ordinary link
motion for reversing. Under the engine is a 25-gallon tank, which is
equal to 15 miles about on a fairly level road. I have a length of
hose pipe and an ordinary steam water-lifter for filling the tank.
The differential gear is on the intermediate shaft. The chains are
Brampton's block chain, which gives every satisfaction in use. I
have two band brakes on tho driving-wheels. The boiler is an
ordinary vertical one firod with petroleum, and is the only weak part
in the whole machine. I have tried several burners without success,
so eventually I tried coal, to see if it was the fault of the boiler or
not. With coal I bad difficulty in keeping the steam down.
" I am now making a new boiler with about 50 per cent, more
heating surface, which I hope will give better results. I carry about
four gallons of oil in the tank I am burning from, and have two
two-gallon tins besides as a reserve, so I am not likely to get stalled
for want of oil. Can you give me any particulars about oil firing,
also the amount of oil which should be burned per I.H.P. per hour ?
From my experience a great deal more heating surface is necessary
when using oil than when burning coal. Is this the usual case?
I find I have plenty of power on my car; I have been up some
very steep hills, and it has never shown any sign of stopping. I
usually carry about 160 lbs. of steam per square inch in the boiler,
but sometimes it rises while running downhill. The only way I
have been able to keep steam when burning oil has been by reducing
the speed of the car to about eight miles per hour, and of course
that is nothing like fast enough. I have taken your valuable paper
O
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1$8
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[FEBRrAET, 1898.
for some months now, and hivo just bought a cop/ of your Pocket-
Book, which I find Very useful.
" And now, Mr. Editor, I think I have told you everything ; if
not, I shall be pleased to answer any questions you may ask me.
Wishing you and *our sport' a prosperous new year,
" I am, yours faithfully,
" W. H. Beown."
[We need hardly say that we are obliged for our correspondent's
good opinion, and especially as this arises from the information we
supply our readers. As regards oil firing we should say that the
difficulty consists in effectively utilising the heating surface ; this
points to an insufficient volume of flame. Much depends upon the
type and number of burners. A good deil of necessarily condensed
information will be found in the Actomotob Pockrt-Book, but it
will be useful to consult ,; Hoigetts on Liquid Fuel " (Spon). As
regards heating surface, the number of square feet per I.H.P. for
vertical boilers is given with considerable accuracy by the formula —
22
H.S. — z~y~, where P is the boiler pressure. Some information
on this head will be found in the paper recently read before the
S.P.T.A. by the Editor, and which is reprinted in the present number.
As a general rule, a liberal amount of heating surface should be
provided in all cases.— Ed ]
LES POIDS LOURDS.
— »• —
Report of the Commission —III.
Ik our last article we aualysed the performances of the vehicles
included in the first classification, viz., those of the Scotte, De Dion,
and Panhard types, which are intended to act as passenger and
goods omnibuses. We now prjceed to discuss the qualifications
of those vehicles which possess different characteristics from those
before mentioned. These are the De Dion et Bouton ; Pauline, No.
13 ; the steam passenger train on the Scotte system, No. 3 ; and the
petroleum automotor, or camion, by Dietrich and Co., No. 8.
We shall describe each fully, as in the previous articles. The
first is the Pauline, of MM. De Dion et Bouton ; this is a steam
bogio motor, known officially as No. 13. We give an illustration
pf this vehicle on p. 169.
As will be seen, it really is au atticulated six-wheeled bogie van,
capable of carrying 35 passengers. On the level the speed attained
is H'7 miles per hour, and this is not sensibly reduced even on steep
gradients. This vehicle costs 26,500 francs, of which the tractor
costs 17,500 francs. This latter is fitted with boiler and mechanism
of the usual De Dion type, tbe only difference being that these are
larger, and, as before said, the motor gives off 35 H.P. The brake
is not unlike similar vehicles much patronised by the London working-
man or mechanic for " beanos " and other purposes. We hope sincerely
to see ere long vehicles of the De Dion et Bouton type on the
roads leading to Epping Forest, the Welsh Harp, Epsom, and other
places of holiday resort. When we see such a vehicle steaming,
say, through Oxford Street, and its approach heralded by the sweet
strains of a cornet or concertina accompanied by the beery voices
of the excursionists, giving a wholly gratuitous and not altogether
desirable rendering of the latest music hall songs, we shall be able
to say that automobilism has at length found a secure foothold in
the hearts of the British public At present we take our pleasure
sadly in the familiar four-horse brake, driven invariably by a man
who will persist in wearing a white hat — why, it is difficult to say.
To resume. The proportion of the " useful weight," i.e., weight
of cargo and for passengers to the dead weight in working order,
i.e., tractor-bogie, and brake, is '337, while the proportion of the
" useful weight " to total weight is '252.
The following are the general particulars : —
Length over all 2132 feet.
Breadth^,, 656 „
Height of deck 492 „
Length of tractor . . . . . . 12 46 „
(No other particulars of weights, Ac, arc given.)
According to the constructors the consumption of coke and water
for a speed of 87 miles per hour is — coke, 14'2 lbs. per mile, or 33 lbs.
per H.P. hour ; water, 67 pints = 712 gallons per mile, or 123 pints
= 154 gallons per H.P. hour. The quantity of coke and water
carried suffices for a run of 16 miles.
It may be mentioned that while mak'ng Jour.iey C daring the
trials the low-pressure cylinder fractured, and the remaining portion
of the journey was accomplished with the high-pressure cylinder.
The following is the cost of working, Ac. : —
Price of vehicle, 26,500 francs.
Francs.
Interest 6 per cent. . . . . . . . . 5'30
Amortisation, maintenance, repairs, A?., 15% 1825
Driver, stoker, and conductor . . . . . . 16'00
Firing .. 1'42
Oil waste, Ac 570
4167
Plus 10 per cent 416
Total daily expenses . . . . . . 4583
The variable expenses and working cost for a daily journey of
66 miles are as under : —
Working cost per pissenger-mile, with baggage and 220 lbs. of
goods—
With Hoad .. .. .. .. '108 franc.
„ i „ '055 „
„ full load 037 „
Working cost per passenger-mile, without baggage —
With 1 load 077 franc.
„ | load 040 „
„ full load 027 „
From these figures it will be seen thit the vehicle is exceedingly
economical.
The next vehicle in this series is the Scotte steam passenger train,
No. 3 (fee p. 169) . This consists of a steam tractor and a passenger car.
On the tractor is space for 11 passengers, while on the car is
accommodation for 15 ; there is also space for baggage or goods.
According to the maker this train can travel on a good road at 71 miles
per hour, while on steep gradients this is reduced to 3} miles per
hour. The total price of the train is 26,000 francs, of which the
tractor costs 22,003 francs.
Dimemtions, Weights, S(c.
Total length of train 3444 feet.
„ breadth „ 5'70 „
Length of tractor .. .. .. .. 17'71 „
„ car . . . . . . . . 1558 „
Weight of tractor empty .. 13,156 lb*. = 5'87 tons
„ on fore wheels . . . . 9,570 lbs.
„ on rear wheels . . . . . . 3,586 „
In working order: —
Water 1,490 lbs.
Coke 264 „
Three hands 462 „
Sundries . . . . . . . . 88 „
Weight on fore wheels .. 11,660 lbs. 1 c 0. .
rear wheels .. 3,740 „}= 6 8' ton8'
Useful weight . . . . 5,500 „ = 2' 45 tons.
Total weight on fore wheels. . 14,300 „
„ rear wheels.. 6,600 „
Grand total weight .. .. 20,900 „ - 9'33 tons.
The proportion of useful weight to dead weight is 0357, and the
proportion of useful weight to total weight is 0 263.
Cost of Working, i(c.
Price of train, 26,000 francs.
Francs.
Interest 6 per cent. . . . . . . . . 520
Amortisation, repairs, Ac, 15 per cent... .. 1300
Driver, stoker, and conductor . . . . . . 16'00
Firing 135
Oil waste, Ac 3'50
3905
Tenpercsnt 390
Fixed daily expenses . . . . . . 4295
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Db Dion bt Boutoh Tbactob.
Scottb Steam Pasbbhgeb Tbain.
Scoitb Gooes Thai*.
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£he a irroM&f&R and tfomMiJgs vEitictE jo ifkNAL. [fBb«oart, i«»8.
Varidhle Expensss with Load and Working Cost,
Working cost per pa=senger mile, wit!i baggage and 220 lbs.
goods : —
With I toad 113 franc. .
„ | load . . . . . . . . 058 „
„ full load .. 040 „
Working cost per pareuger-mile, without baggage : —
Witli J lo'id .. .... .. 09 franc.
„ I load . . . . . . . . 0*2 „ -
„ full load -030- „.
This system is also very economical iu working, and for outlying
districts sparsely inhabited it is eminently suitable. It, however,
requires very good roads.
1'lie third vehicle in this, series- is the Dietrich Petroleum Lorry,
No. 8. This lorry has been designed to carry a load of 2,640 lbs. at
a speed of 6'2 miles per hour on the flat and 1\ miles per hour on
steep grades. According to the builders, the useful weight may be
as much as 3,300 lbs. on t'ie' flat ani on good roads. The price of
the vehicle is 6,000 francs.
In the second classification is comprised those vehicles intended for
goods traffic. These included a camion, .^n^/ire' lorry, by De Dietrich
et Cie., actuated by petrol, and a Scotte automotor hauling a lorry.
These two latter we shall proceed to describe.
The former vehicle is composed essentially of a metallic framework,
resting on springs, supported by the axles.' Below the frame, and
betwoen the front wheels, which- are used for steering, is placed the
petroleum motor, developing 6-5 H.P. on the brake. Above is the
seat tor the driver, who has all the levers for driving and changing
speed, ic, immediately under his hand. The transmitting gear is
fixed under the frame, between the r^ar wheels. The load is sup-
ported almost entirely by the driving wheels. Tho body of the
vehicle is very low down, in order to facilitate loading. Under the
scat are placed three reservoirs, containing 123 pints of water,
55'pimsof spirit of 710° specific gravity, and 9 pints of o I. The
wheol base is- 6--56 feet. The Width of the vehicle is 4-8o feet,
and the length 1076 feel. The motor, of 6* H.I'., is of the type
invented by Amedee Bollee,. of Le Mans, and is flrcd by incandescent
tubes. There are two horizontal cylinders with water jackets, nnd
the vaporised water escapes as a visiblo oxhaust. A float and a valve
keep the water in the jacket at a constant level. The water enters
the jacket by force of gi avity, without the use of a pump. By this
arrangement the motor does not become over-heated The engine,
crank, and piston-rods are enclosed in a case bolted on to the
under frame. The engine runs at 66J revs, a minute, and there
is- an 'impulse at every revolution. A governor is also provided.
The crank-shaft- carries a pulley on whioh runs a belt half its width.
This belt passes over another pulley of the same diameter at the rear
of the veOicle parallel to the crank-shaft, and also carries a loose
pulley. This belt, which runs at a uniform speed, is employed to
- put tho motor in and out of gear. The belt is of rubber, and runs
at about 33 feet per second. It undergoes atraclive effort of 106 lbs.,
and this, after running about 2,500 miles, lengthens it by 78 inch,
but once the belt is tightened, by means of special bolts, there
is no more trouble from this cause. The variable speed gear is
situated at the rear, and is composed of two parallel snafts running
on to each other by spur wheels, which allow of speeds being attaint'!
of 25, 43, 7 5, and 10 miles per hour, and a reversed speed of 25
mile.!. The shaft at the rear carries the differential gear and a band
brake. At its extremities it is connected by bevelled rods with the
driving wheels, to which are fixed toothed wheels for this purpose,
and, as the rods aro jointed, they readily yield to the movements
of the springs, arid the effort on the driving wheels is fairly constant.
The whole of the geir is protected in a rudimentary fashion from the
dust by means of a case of sheet iron, which may be eas:ly removed
when it is necessary to inspect or lubricate the gear. All the levers
are arranged compactly under the hands of the driver, and the
mechanism is so devised that the motor is automatically thrown out
of go.ir when the brake is applied or the speed changed. Besides
the brake band there is a powerful brake on the tyres, wli:ch is
operated by hand. The principal parti are m ide of hardened steel,
and the bearings arc of phosphor-bronze. They are all made to
template. According to the builders, tho consumption of petroleum
spirit of 700 to 710° is about \\ pints for 21 miles, aud this is
also about the amount of water consumed. HTnough supplies can,
therefore, be carried for a run of 80 miles. The commercial speed
was found to bu- from 5 to 54 miles per hour.
Dimension; Weights, <J'e.
Length 10+ feet.
Br.adth 4"8 „
Wheel base .. 6 5 „
Weight empty 2,486 lbs.
Driver . . . . . . . . 154 „
Water 15t „
Petrol 4} „
Cargo .. .. 2,040 „
Weight in. working or Jer on fore w.iecls .. 1,540 „
„ rear „ .. 3,960 „
Total weight . . . . 5,500 ,.
R it'o of cargo to dead weight. '!I2, aid t > total weight, -IS.
D til ii Working Expense':, $c.
Francs.
Interest, amort'sat'on, &c. .. .. .. .. 2 <t
One driver .. .. .. ... .. . . 8'0
Od waste, Ac. . . .. .. -. .. .. 3-0
Adl 10 per cent 13
Total daily expenses
143
Variable working expenses, and calculated for daily jou- ey of
55 miles. Working cost per ton-mile : —
At flood
„ i lood
„ full loa 1
•96 franc.
•51 „
•37 „
The Scotte goods tra'n, No. 2 {see p. 169), consists of a Scotte
trac or hauling a lorry. This train can carry 1" i tons in all, 5,5t>.' lbs.,
being on t.ie tra-tor and 3,740 lbs. on the lorry. These weights were
t lose carried during tlie trials, but in actual work they can bo much
in -teased.
Dimensions, Weights, S[c.
Total length of tractor
Length for goods
„ of lorry
Height of deck . .
15 29 foot.
7 54 „
14 43 „
3 77 „
i As regards the machinery of the tractor, this is practically toe
- sane as in tho other Scotte vehicles.
i
Tractor.
Weight, cno^ty, on fore wheels
. 4,620 lbs
,. „ on rear „
. 4,972 „
9,592 „
= 43 tons
(nearly).
. 1,892 „
Coke
204 „
Conductor and stoker
308 „
Stores, tools, &c.
528 „
Cargo
. 5,500 „
Total weight on fore whee s. .
- 5,478 „
„ on rear „
. 12,60;» „
Total weight . .
. 18,084 „
= 8 073 tons.
Lorry.
Weight, emptv, on fore wheels
. 2,090 lbs
,, „ oi rear „
• 1,782 „
Total weight, empty
. 3,872 „
= 17 tons.*
Conductor . .
151 „
Cargo . .
. 3,740 „
= 1 -C6 tons.
Ii tal weight on fore wheels. .
. 3,476 „
on. rear „ . .
. 3,806 „
Total weight
. 7,766 „
= 3 -5 tons
(nearly).
Total weight of tractor aud lorrv, i
nipty ..
6 tons.
., of cargo in lorrv, full
•4--1 „
Total weight of loaded train
11-6 „
* I'mler tin- Locomotives on Highways Act we are limited .to 1 ton only
for weight of lorry.— En.
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Fiwavt, 1898] THE AUTOMOTOR AND HORSELESS ' VEHICLE JOURNAL.
171
Daily Expenses, Independent of Cargo.
Franca.
Interest, amortisation, repairs, &c. . . . . 16 '80
Thr<-e hands 16-00
Fuel, oil, coke, waste, &c. .. .. .. 4-85
Add 10 per cent. 8 76
Total daily expenses . . . . . . 41 '41
Variable Expenses and Working Cost per Ton. Mile.
With i load . . . . 94 franc.
„ «load -48 „
„ full load -33 .,
Data for Ascertaining Working Cost.
DB Juton et I Sootto No- 8' Scot^ No- 2'
y ya' ■ Passenger. | Goods.
Price 1
26,500 frs.
26,000 frs.
21,000 frs.
1
H.P. of motor
35
15
16
Commercial speed, miles
6 5
6 0
3 b9
per hour. !
Cargo carried, XJ . . . .
5,500 lbs.
5,500 lbs.
9,240 lbs.
Dead weight in working
16,302
»»
15,400
»
16,610
11
order, Pm.
Total weight at starting
= U + Vm. j
21,802
»»
20,900
»
25,850
»
Mean dead weight = P'u>
15,576
»
14,330
»»
15,532
»
Mean total weight,
21,076
II
20,073
i»
24,772
II
P>< = U + P'«».
Mean dead weight, per |
6,028
II
12,618
»
15,752
II
H.P. •
Adhesive weight loaded, 1
13,312
n
8.536
»
12,606
Pa.
„ . P°
Kaho rt ,
■61
-.
•40
"
•48
II
Ratio tlfn
■26
ii
•27
II
•37
»»
Consumpt of coke per
•6
a
85
JI
•85
ton-mile, mean t^tal '
weight. !
Consumpt of coke per
2-3
*»
3 0
II
2-3
»
ton-mile, cargo.
Weight of water eiajo- '
5 5
11
2-5
II
3-5
»
raed per lh., coke.
Consumpt of water per
28
ii
72
II
28 -3
tl
ton-mile, cargo.
1
(To be concludt
•d.)
Not an Enthusiast for Automobiliam. — The Brighton magis-
trates were applied to recently by a visitor from London who
objected to motor-cars. He atited that he was an invalid, and had
come down to Brighton with his horses for the benefit of the cha:ige.
But wherever he went he seemed to be pursued by motor-cars. One
of them the other day so frightened his horses that they bolted
and did considerable damage to the carriage. He wished to know
whether he could sue the owners of the car for the damage. The
stipendiary magistrate told the applicant that he was afraid lie could
not do so unless the driver of the ear had been negligent in some
way or other. The chief corn-table pointed out that if a horse was
restive at the approach of a motor-car the driver of the horse had
merely to hold up his hand to compel the car to stop until the horse
had passed ; if the driver of the car failed to stop he rendered
himself liable to prosecution. But why should nn invalid of all
persons drive a horse or be driven in a horse-drawn vehicle ? Is not
this a risk that one wilfully undertakes ?
TRACTION ON HIGHWAYS.
By Sir David Salomohs, Bart.
A tbab or more has passed sinoe I published some facts and
figures concerning the power which should be carried by self-pro-
pelled road carriages. The final result of my opinion — based upon
experiments made by others as well as by myself, taken in conjunc-
tion with the legal limit of speed for such carriages in this country,
and taking into account all hills which are likely to. be encountered,
namely, inclinations up to 10 per cent. — was that 12 H.P. per ton iB
the necessary power to be carried.
Great objection was taken to those figures at the time, especially
by those who had their " own axes to grind," and who were trying to
induce the public to believe that 4 H.P. was sufficient for all prac-
tical purposes. Even some scientific journals contended that we
ought to be thankful for small mercies, and that if we can get along
without horses mankind ought to be content, when meeting a hill, to
advance at a crawling pace.
The French, who have taken the lead to the present day in horse-
less traffic, have at last come round to the opinion that 10 H.P. per
ton is about the right thing, but they are pleased to get in more
power when it can be done conveniently.
The object of this short article is to show that the figures I gave
previously were not simply mythical, and for the purpose of showing
the method of calculating it is my intention to use the decimal
system, being so much more convenient than the English method.
The French tonne iB practically the same as the English ton, being
only a few pounds lighter. The French horse-power, 75 kilogram-
metre-seconds, differs inappreciably from the English horse-power.
A kilogram equals 2fc lbs. For the purpose of making the calcu-
lations simple, friction will be entirely disregarded, and taken into
account at the end.
From the well-known formula it can be shown that if a weight of
one tonne rests upon a Motionless plane inclined at a given per-
centage to the horizontal, the force acting parallel to such plane, to
keep the weight from slipping down the plane, will be equal to
10 times the percentage of inclination in kilograms.
Thus, on a 5 per cent, inclination. 50 kilos, would be the force to
be applied to keep the tonne from sliding downwards, and on a 10 per
cent, bill 100 kilos., and so on. '
Now, we will assume motion, i.e., that the tonne is going to
move up the incline : 75 kilogrammetre-seconds acting for one' hour
would raise 75 kilograms 3'6 kilometres. Consequently, lS'83H.r\
would be necessary to raise one tonne 3 6 kilometres against gravity!
If we now take the speed of one tonne up a plane, inclined at
5 per cent., at the rate of 20 kilometres per hour, and for a distance
of 20 kilometres along the plane, the weight will hare risen one kilo-
metre against gravity. Consequently, the horse-power developed
1 q.qq
will be equal to -5.- -> i*., approximately 87 H.P. If the inclina-
tion is 10 per cent, the horse-power will be doubled, i.e., 7 4 j »nft
so on in proportion for all inclinations.
The English speed of 12 miles per hour is about equivalent to
19 kilometres per hour, i.e., from any result obtained about one-
twentieth of the power should be deducted when dealing with the
English maximum speed. • ' ' !
tt now only remains to add something for friction. This generally
varies from 25 to 100 per cent., and 50 per cent, is a very reason-
able figure for the use of carnage constructors. It is rare that
hills are to be found of greater inclination than 10 per cent, ercept
in a few districts, and then only for short distances.
If, therefore, it is desired to run a carriage with its load weighing
1 ton at 12 miles per hour, at all times and upon all hills up to
10 per cent., as the norse-power necessary without friction is 7;4, it
becomes with friction ll'l H.P. ; consequently, it will be seen that
my proposal to employ 12 H.P. was not wide of the mark, and that
the French proposal to use 10 H.P. is very near my estimate. The
object I had in view in giving 1 H.P. more was to allow an advantage
in the case of rough roads, and to cope with steeper inclinations
which might be met with. If the hilts are badly paved, or in a
rough condition, considerably more than 12 H.P. is necessary, as tlib
friction may rise to at least 100 per cent., in which event it will be
observed that 15 H.P., or even more, may be necessary. >
[While the foregoing invcstigition and the deduction therefrom
are perfectly correct, we may point out that the same result can -be
arrived at. in a much more simple and more accurate manner. Our
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172
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[FEDBtTART, 1898.
distinguished correspondent has confined himself to one weight st
one speed with an indefinite frictional resistance. Let us consider
the power necessary to propel a vehicle of any given weight at any
given speed, up or down any inclination, against any given resistance.
We have given the following formula in the Automotob Pockbt-
Boox (p. 79), and, as will be seen elsewhere, we stated it quite
recently before the S.P.T.A. We give the matter this repeated
publicity, as it is really astonishing to find how crude and incorrect
are the opinions prevailing as to the power required to propel
vehicles. Really it is not a question of opinion but one of physical
law confirmed by actual fact and measurement : —
Let W be the weight of vehicle in tons ;
V „ speed in miles per hour ;
r „ resistance in lbs. per ton of vehicle ;
a „ angle of grade ; and
H.P. „ horse-power required (actual) ;
then-
H.P. •» (r cos a ± 2240 sin o) W.V./375.
Thus, to propel a vehiele weighing 1 ton at 12 miles per hour tip a
6 per cent, grade (a — 2° 52"> against a resistance of 50 lbs. per ton,
will require 6*18 H.P., or, allowing 20 per cent, for internal friction
in engine, &c., 6'2 I.H.P. For a 10 per cent, grade (a - 5° 43')
8} actual or 10} I.H.P. would be required. A resistance of 60 lbs.
is an average value. On badly-maintained roads the resistance may be
twice this, while on asphalte paving it will not exceed 20 lbs.— Kb.]
««»»s»»»m^»»<i— h»s»»«iowh^»i«^i^<»*«»
LIVERPOOL MOTOR AND CYCLE SHOW.
Tab following is the report of the judge, Professor Hele Shaw : —
" I beg to report tbat I have carefully examined the various motor-
cars and motor-cycles at the show, not only within the building, but
by trials on the streets. 1 have pleasure in stating that, whereas
last year there was no motor-car which worked satisfactorily, this
year there are no less than nine capable of fulfilling the requirements
of public traffic, while all of those which took part in the street trials
completed their runs in the crowded streets in an entirely satisfactory
manner. I unhesitatingly commend the award of the gold medal to
the Daimler Motor-Car Company (Limited),of Coventry, who have
. supplied the motor, together with the frame, wheels, and gearing of
most motor-cars shown, and also various bodies of some of the best
finished cars.
" I further recommend the award of the silver medal to Messrs. J.
Holdsworth and Company, of Liverpool, exhibiting the Victoria
motor*carriage. The award of the bronze medal I recommend to
Mr. A. W. Goodall, of Blackpool, for the excellence of his work and
fittings Of the body of the motor-car wagonette which he has attached
:to a Daimler motor-carriage.
" Coming to the motor cycles, I recommend the gold medal to the
Beeston Cycle Company (Limited), Coventry, who exhibit, as last
year, a motor-tricycle of the De Dion type. This motor-cycle has
been considerably improved by the substitution of the flame ignition
in the place of an electric battery, and I was able to make personal
trial of this in the crowded streets. I found ignition by this means
entirely satisfactory, and the tricycle itself an admirable one in every
respect. One of these machines, I am informed, ran from Rhyl to
Liverpool in two hours and ten minutes."
The CrulBow-Fiedler Cell. — We understand that the active
material employed in this cell is a mixture of minium and litharge
with acetate of potassium.
■ —
▲ Well-Merited Distinction. — Among those whom the Queen
delighted to honour on the occasion of the New Tear was Mr. Jas.
Dredge, one of the editors of Engineering, who has been given a
C.M.O. Although this distinction is conferred for services rendered in
connection with the Brussels Exhibition, most persons conversant with
engineering literature will agree that it might liave well been bestowed
for services rendered to the engineering profession. Mr. Dredge is
not only a most distinguished technical journalist, but he is the
author of soveral standard works on the higher branches of the
profession. We cordially congratulate Mr. Dredge.
CLARKSON & CAPEL'S NON-LUMINOUS AND
SILENT-FLAME LIQUID FUEL BURNER.
Messrs. Clabkson and Capel, two engineers who have devoted
considerable attention to the subject of liquid fuel, have invented a
burner which, if it does all that is claimed for it, will be of exceeding
value. As is well known, one of the principal objections to the use
of liquid fuel for automobiles is the noise made by the issuing
gas. The object of Messrs. Clarkson and Capel has been the
production of non-luminous and silent flame from liquid hydro-
carbons, particularly what are commonly known as ordinary paraffin
or lamp oil, as opposed to the more volatile hydrocarbons. The oils
which they propose to utilise are those having a specific gravity of
not less than 0*8, and a flash point of not less than 73° Fahr.
In carrying out this invention a vaporiser is employed consisting
of a hollow vessel with an oil supply and a vapour exit. In connection
with the oil supply is an air vessel for the purpose of regulating the
supply, the fluctuations and back pressure, and if desired a number
of wires may be employed arranged longitudinally in the supply pipe
for the purpose of further regulating the rate of travel of the oil.
The oil may be heated before it reaches the vaporiser, and where the
flame is used for generating steam, a convenient way of doing this is
to carry the oil-supply pipe through the steam boiler.
The exit pipe from the vaporiser delivers the vapour of a mixing
chamber in connection with the burner, which may be situated
beneath the vaporiser ; the jet nozzle from the vaporiser delivers
into the open end of a pipe or entrance to the mixing chamber, so
that atmospheric air is drawn into the mixing chamber together with
the vapour and a mixture is produced therein having a sufficient
propoition of atmospheric air to produce a non-luminous flame when
burnt in the burner. In the mixing chamber, and preferably near
the top, is a gauze or similar partition through which the mixture
has to pass to the burner, a suitable form of which consists of a series
of alternate troughs and burner slits. A further supply of air is
obtained by deflecting plates, which throw the air which is supplied
to the burner outside the mixing chamber on to the flame, and
particularly to the troughs, so as to give a full supply. The entrance
of tbe air and vapour into the mixing chamber may be through a
tube either wholly contained in the mixing chamber or partly
extending outside it. The burner may consist of a cast-iron or other
grid arranged as already explained in alternate troughs and burner
slits. The grid may also be made hollow and form the vaporiser.
The mixing chamber may be protected or lagged with any suitable
non-conducting material, or it may be jacketed and heated air
supplied to the space.
The mixing chamber is heated ; in ordinary work by the heat of
the flame, but lor starting purposes the following arrangement may
be employed : — Two gas blow-pipes are fixed, one directing its flame
on to the vaporiser, and the other directly into the mixing chamber.
These blow-pipes are arranged in the following manner : — A small
vessel is provided for each and supplied with oil sufficient to last
until the burner is properly started, but as it is desirable that tbe
flame directed into the mixing chamber should be cut off before that
directed to the vaporiser, the supply of oil to the blow-pipe for the
mixing chamber is preferably less than that to the vaporiser. This
may be easily effected by having a primary vessel with a partition
dividing it into two unequal sized receptacles, each communicating
by a separate pipe with its respective blow-pipe vessel, taps being
used when necessary. The jet of air for the blow-pipe may be
provided by a hand-bellows, fan, or the like.
To start the burner, all that is required is to turn on the supply
of oil for the blow-pipe, charge the blow-pipe receptacles, ignite
them and apply the blast, and as soon as the mixing chamber flame
goes out, the supply of oil to the vaporiser may be admitted, and
the rest is automatic. A taper needle regulator may be employed
for the supply from the vaporiser to the mixing chamber, the needle
being preferably applied to. the nozzle from its open end, and being
loosely carried in the arm or equivalent by which it is adjusted in
the nozzle. The blow.pipe flame, previously described as heating
the interior of the mixing chamber, may, if desired, be applied to
the exterior of that chamber.
A modified form of vaporiser would consist of a main tube, to
which the oil would be supplied, and a suitable number of branches
from which the vapour would be taken. In the accompanying
drawings, Fig. 1 is an elevation partly in section of the apparatus ;
Fig. 2 is a plan of the mixing chamber ; Fig. 3 is a plan of a
modified construction of burner grid ; Fig. 4 is a section on the line
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Febbcary, 1893.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
m
4 — 4 of Fig. 3. The fuel is led from a suitable storage tank by a
pipe, A, into a cylindrical casing, B, which constitutes the vaporiser.
Tlie vapour from the latter is conducted through a pipe, C, to a jet
nozzle, D, whence it passes in a stream into the flared end, E', of a
tudinally along. its interior, or by merely inclining the tube towards
the drainage point.
The burner grid, H, in the form shown in Figs. 1 and 2, is con-
structed as a plate of conveniently rectangular shape so as to fit
r~\
\
EJ
s Mttxtmow y*mj j*
Fia. 1.
tube, E, which projects into the box or casing, F, forming the mixing
chamber.
The top of the mixing chamber is closed by a gauze, or per-
forated metal partition, &, above which is arranged a burner grid,
H, hereafter to be more particularly described. The bottom of the
chamber is sloped away from that side into whioh the tube, E,
projects, so that any vapour which may condense within the tube,
E, or chamber, F, will drain down to one end of the latter, whence
it may conveniently be conveyed away by a syphon tube, J, leading
into a cap, J1. In order to regulate the supply of fuel, and prevent
fluctuations and back pressure, an air chamber, A1, is placed in
communication with the pipe, A, which conducts the fuel to the
vaporiser. If the burner is employed for heating a steam generator,
this pipe, A, may be led through such generator in order to heat
the fuel previous to its introduction into the vaporiser. The latter,
as shown in Fig. 1, is formed as a hollow cylinder, B, the fuel being
introduced at the lower part of one end, as at B', while the vapour
is conducted away from the upper part of the other end, as at BJ, this
arrangement obviating the risk of any unvaporiseJ fuel passing to
the jet nozzle, D. The jet nozzle, D, comprises a cylindrical casing,
one end of which is closed by a plug, D1, while the other end. in
which is the orifice, is formed conical, as at I)1. In the orifice lies
the tapered end of a regulating needle, K, the other end of which is
carried loosely upon the end of a lever arm, L, adjustably secured
by a clamp, L', upon a pivoted tubular or other rod, M. By rotation
of the rod, M, by suitable means, the end of the needle, K, is intro.
duced more or less into the orifice of the jet nozzle, D, and the
flow of vapour therefrom controlled as required.
The tube, E, with flared end, E1, into which the vapour from the
nozzle streams, may be formed cylindrical, or of oval or other cross
section, and may project for a portion of its length on the outside
of the mixing chamber, F, as shown in Fig. 1, but, if preferred,
the whole tube, E, E1, may lie within the chamber, F, the flared
end, E1, being flush with the side of the chamber.
Where the bottom of the chamber, F, is sloped away towards the
point where the ryphon tube, H, is situated, as shown in Fig. 1, the
tube, E, is constructed at its inner end so that the vapour condensed
therein may drain down towards the same point. This may be
accomplished by either slightly enlarging the tube, E, from the flared
end, E1, inwards or by cutting a sloping groove or channel longi-
longitudinal passages, H4. The latter run
through the grid from end to end, one end of each being closed
by a plug, H°, while to their other ends at H* are connected the pipes
A and 0 for introducing the fuel and leading away the vapour
respectively. The arrangement of the plugs, II', and connections,
H6, to the tubes, A and C, is such that the hydrocarbon to be
-^
^^S,
Fio>. 3.
-ST"5
UmifirJourtviL ■
vaporised is led in at, and the vapour led away from, diagonally
opposite points of the rectangular hollow grid, H.
As a means for obtaining a preliminary heating of the vaporiser, B,
and also the mixing chamber, F, the following blow -pipe device may
o 4
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174
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Febbuaky, 1898.
be employed : — A fuel receptacle, N, of suitable size and conveniently
located is divided into unequal parts bv a partition, N1. A tube, O,
leading from each of these parts terminates in a box, P, containing
an asbestos or other suitable form of wick. A blow-pipe, Q, is so
situated in relation to each wick box, F, that the current of air
from it will direct the flame from the hydrocarbon with which the
wicks are saturated on to tbe vaporiser, B, and mixing chamber, P,
respectively.
By reason of the difference in size of the two compartments of
the receptacle, N (the smaller compartment being in communication
with the wick box, P, for heating the mixing chamber, F, while the
larger cqmpartment is connected to that for heating the vaporiser, B),
the preliminary heating of the mixing chamber will be stopped before
that of the vaporiser ceases, owing to the supply of fuel for the
former being less than that for the latter. The object of this
arrangement is to obviate risk of the vapour being ignited as it
issues from the noizle, D. By employing a syphon tube, such as
H, or some similar device which will maintain the drainage opening
from the mixing chamber, F, always closed, the escape ot vapour
from the chamber is prevented.
Ten claims are made, and the number of the Specification is 1,794
of 1897.
THE AUTOMOBILE FIASCO.
Under this headline, Engineering, in its issue of 21st ult., publishes
the following letter from a Mr. Eracustcs A. Phipson, of Selly Oak,
Birmingham : —
" Sir, — As modorn mechanical talent does not seem equal to the
task of designing perfectly satisfactory horseless vehicles, although
having at disposal all the marvellous scientific inventions of the
nineteenth century, it might do worse than take lessons from the
experiments of three generations ago, when steam-carriages ran
successfully on many of our roads, and were only prevented from
becoming universal by the rapid rise of railways, the introduction of
which, unfortunately for the former industry, happened at just
about the some time.
" My grandfather, Joseph Phip«on, constructed at Birmingham,
about the year 1825, from tbe designs of an ingenious American
named Church, a steam-coach which ran on several occasions
between Birmingham and Coventry, sometimes attaining; a speed of
30 miles an hour, while Tangye Brothers manufactured an elegant
enr, called the " Cornubia," which travelled regularly at the rate of
20 miles an hour. It is surprising, indeed, that this firm does not
•gain start in the manufacture of automobiles, for which its previous
experience should pre-eminently fit it, the only explanation apparently
being that the business is now so large that the venerable heads of
the establishment fear to venture upon any further extension. This
is much to be regretted, not only because to them is justly due the
honour of perfecting their own invention, but also because, should
the motor industry, like that of the bicycle, find its seat in Coventrv,
the effect will be, on the one hand, still further to depress the already
none too prosperous trade of South Staffordshire, and, on the other,
to finally extinguish the picturesque and old-world flavour which still
attaches to the recently so beaut ful and romantic city of Coventry."
We beg to make some observations upon this. The reas.m whv our
contemporary speaks, even in headlines, of an automobile fiasco is, we
suppose, because the prophecies and promises of those who a little
more than a year ago "found automobilism," and promptly boomed
it in the approved manner, have not been fulfilled. Taken in this
sense we do not object to peoplo speaking of the automobile fiasco.
Coming to Mr. Evacustes A. I'hipsou's letter, which is easily answered,
this gentlemen may rest assured that modern mechanical tilent is
quite capable of making perfectly satisfactory automobile vehicles,
and that without taking any lessons from previous practice ; indeed,
in many things this latter would have to be carefully departed from.
Mr. Phipson is apparently oblivious of the fact that up to some
15 months back automobilism on roads, save with heavy slow-moving
traction-engines, was illegal. _ Hence the later school of engineers, as
represented by Messrs. Yarrow, Thompson, and others, had no
incentive to proceed bctond preliminary or experimental automotors,
but those that they did build were vastly superior to anything which
had preceded them ; they were, in fact, distinct and large advances
upon the then existing practice.
Since the Locomotives ou Highways Act has been passed the
progress has been if not rapid at any rate substantial ; the oil-motor
has been successfully applied for purely commercial purposes of
automobilism, and we now get within the compass of a lady's travelling
trunk an 8 or 10 H.P. motor, while within the compass of a hat box
we can put a 11 H.P. motor. In the Lifu steam-van we have a most
marked advance upon anything in Church's or Tangye's vehicles. If
water-tube boilers, very high and superheated steam, liquid fuel, and
compound engines be not progress, we should like to know what is.
We have, too, in less than a year from the passing of the Act electrical
cabs running in London ; surely tbere has been progress, and surely
our engineers are equal to the task of designing perfe;tly satisfactory
horseless vehicles. If Mr. Phipson is disappointed because there are no
heavy automotor vehicles, he must remember that the Act discourages
this class of vehicle, while outside the large towns the roads are
much too soft to enable heavy vehicles, weighing fully loaded some
10 to 12 tons, to traverse them at a paying speed. There is also the
uncertainty as to whether the local authority would not endeavour
to prohibit such vehicles. Without discussing the matter further
it will be allowed that, considering the prejudice and legal dis-
ability which have encompassed, and still doet encompass, auto-
mobilism, and remembering that the latter disability has only been
lessened a little more than a year, the progress made on the whole
is not unsatisfactory. It must also not be forgotten tltat in every-
thing affecting public requirements we move slowly. It has taken
our wooden municipalities some 10 years to make up their minds
about electric traction. A system or device may be invented in
Great Britain, but its application will be in the United States,
France, or Germany years before we begin to dimly perceive that
there is anything in it.
WARWICKSHIRE MAGISTRATES AND THE
LOCAL GOVERNMENT BOARD.
A few months ago we drew attention to the exceedingly unjudicial
attitude adopted by some of the Warwickshire magistrates in dealing
with automotor vehicles. These magistrates— persons dressed in a
little brief authority-'-actually had the impudence lately to address
a letter to the Local Government Board requesting that body to
order that all automotor vehicles should be numbered and registered.
A more improper and impudent request it would be dillicult to
imagine. Who on earth are these persons, and who appointed
them ? The fact that it is possible that such illiberal ond unjudicial
persons can be appointed at all is one of the best reas- ns for the
total abolition of that vicious and feudal system which entrusts the
appointment of county magistrates ti lord lieutenants.
County magistrates are olten ignorant, narrow minded, but
wealthy. They have no more, or rather less, legal knowledge
than a London policeman. Truth has for years exposed the
ignorance and intolerance of these county bumbles. Only quite
recently the Lord Chief Justice had to animadvert very ttrongly
on the methods of some county magistrates. Needless to say
these persons are, with few exceptions, rabid Tories of the most
pronounced type — not that they are to be blamed on this account,
but because their Toryism takes the form of a blind and Chinese-like
conservatism. They are bitterly hostile to change, and to those who
differ with their political or religious opinions. It was this blind
and jea!ous conservatism on the part of the county magistracy that
made the roads impossible to Gurney's steam coaches, and for
60 years succeeded in rendering automobilism illegal. This same
illiberal spirit still, as we see, survives, and we have the Warwick-
shire magistrates every bit ns ignore- 1 and as conceited as Justire
8hallow, who, by the way, also was a Warwickshire man, endeavouring
by all means to hinder the progress of the new industry. It is
a scandal that the power to make recommendations to the Local
Government Board should be entrusted to such men.
We are, however, glad to say that the attempt made by these
persons has so far utterly failed ; the Local Government Board
curtly refused to sanction or issue any such regulation. This
incident, however, shows the great necessity for Automobile Clubs,
not only for the purpose of carefully safeguarding the interests of
automobilists when they have the misfortune to appear before such
persons as fiese Warwicksh.re justices, but alsi> to see that the Local
j Government Board does not make any alteration in tbe regulations
without the consent of automobolists.
Hi hir.letok irjak kcrunk a "The Aittohotou and Houseless
Vehicle Journal" gondolni.
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Fkbhuakt, 1898.]
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
175
HORSE-DRAWN CABS v. ELECTRIC CABS.
Tag actual expenses of operating vehicles are very difficult to obtain
in this country, both the costermonger and the railway director
displaying a suspicious reticence when asked for information, which
is not a little amusing. Our French contemporary, La France
Automobile, has, however, succeeded in obtaining such information
as is applicable to Paris, and we reproduce it here as being an
eminently instructive comparison. Moreover, we think that the
prices do not differ greatly from those ruling in London :—
Daily Co»t of a Worse and Cab.
Francs.
General expenses .. .. .. ,. ..0-53
Financial expenses. . .. .. ., .. 0'30
Tickets (cabman's) 0*01
Apprenticeship and sundries . . . . . . 0 -05
Provident fund 0-07
Fire insurance .. .. ., .. .. 0-02
Lighting of carriages and depots . . . . . . 0 "11
Heating „ „ 0-02
Water .. 0-03
Syndicate expenses. . .. .. .. ., 0*05
Accidents and damage . . . . . . 0 '35
Rent of depots 1-06
Depot staff and employes . . . . . . . . 0 -99
Bates and taxes . . * . . . . 2 '26
Food, shoeing, and wear and tear of horses . . 6 '65
Renewing and wear and tear of rolling stock . . 2 -74
Wear and tear of property , , . . . . 0 -21
12*. id. = 15 '41
Daily Cost of an Electric Cab,
the number of carriages being equal in the two cases.
Francs.
General oxpenses .. .. .. ,, ..017
Financial expenses.. .. .. ,. ,. 0'08
Tickets (cabman's) 0'01
Apprenticeship and sundries .. . . .. 0*05
Provident fund 0-04
Fire insurance • . . . . . . . 0 *01
Lighting of carriages and depots . .. .. 0*05
Heating „ „ 0-01
Water 0-06
Syndicate expenses . . . . . . . . 0 'US
Accidents and damage .. .. .. .. 0*24
Rentofdepdts 0'35
Depot staff and employes . . . . . . 0 *50
Rates and taxes . . . . . . . . 1 '50
Electrical energy and accumulators . . 2 -20
Renewing and wear and tear of stock . . 2 -74
Wear and tear of property . . . . . . 1 '07
7». id. = 9 13
Allowing for an underestimate there is still a largo balance in
favour of the electrical cab.
A Cyclometer. — We hear that the cyclometer of M. Foureau, of
54, Rue de Chabrol, Paris, gives great satisfaction, being simple in
construction and accuiate in working. Such an indicator should
command a ready sale. We may say that we are having one of these
machines tested lor motor-cars, and shall describe it in a future issue.
Iiow-Test Petroleum. — At its meeting on February 1st, the
London County Council, without discussion, passed the following
motion : — " That in view of the dangerous nature of low-flash
petroleum oils sold in London, and the numerous fatal and other
accidents that occur through the use of such oils in lamps, it be
referred to the Public Control Committee to further investiguto the
causes of such accidents with a view to representations being
submitted to Parliament as tq the desirability of raising the flash-
point fixed by the Petroleum Acts."
5PREADINQ THE LIOHT.
Ws are glad to observe from time to time evidences that the idea of
automobilism is slowly permeating the public through the medium
of the newspapers, but what is surprising is that the daily paper.
usually so oonspiouous for its dense ignorance on matters mechanical,
is at length perceiving that it is now nocessary to write with some
show of knowledge on such things. As an example, we reprint an
intelligent article from the Standard on Mr. Worby Beaumont's
paper read before the Society of Engineers (published elsewhere).
Says our contemporary : —
The Presidential Address given before the Society of Engineers
by Mr. Beaumont, on February 7th, contained some very suggestive
reflections. At no distant date he expects to witness considerable
changes in our street and road traffic. Notwithstanding all that
can be done by railways and tramways, we are reminded that there
are millions of passengers and tons of goods, year by yeor, waiting to
be providsd with better means of transit. Scattered over the country
we have a hundred thousand miles of roads, with gradients costing,
in the aggregate, enormous sums of money in providing animal power
to surmount them, and which it is complained put the most effective
stop on the cheapening of transit of goods between railway stations
and the outlying villages and agricultural districts. There appear
to be certain very undesirable limits to the distributing capacity
of railways, and it has become evident that the common high
road must again receive the attention which was given to it
under Telford and others in the early part of this century.
Mr. Beaumont estimates that road improvement throughout Great
Britain would effect a saving in the cost of keeping and working
horses to the extent of three and three-quarter millions sterling
per annum. On this basis it is calculated that a hundred millions
of " national capital " could be expended by engineers to the great
advantage of the public. Where the money is to come from is a
difficult problem. But it is to be hoped that something will be
done. The drawback seems to consist in the fact that the benefit
will fall on individuals who cannot very readily be made to bear the
cost. It is perfectly oertain that our railways need to be supple-
mented, so as to put them in proper communication with the
outlying localities. We observe that Mr. Beaumont has faith in
motor-cars, while he looks upon tramways as nuisances in the towns,
though desirable upon the open highways. Concerning the metro-
politan traffic, a visit to many of the London tramway and omnibus
centres and starting-places is said to show that a density of traffic
is being rapidly reached which it will be impossible to cope with,
"if the streets are to be anything more than lines of free rail-
ways on which the driver of every car and omnibus an! coal
wagon is traffic manager." This latter function, we apprehend, rests
rather with the police, but their labours will grow heavier unless
the motor-car comes to their relief by partially superseding horses,
and rendering unnecessary the transport of their fodder, although
even this seems to offer but a slight and passing remedy, so long as
population increases. Deep underground railways will, no doubt,
effect much good ; but, at the same time, they will develop a street
traffic of their own. More suburban service railways are described
as inevitable, and this involves the question of getting to and from
the metropolitan stations. Engineers may study the subject, and
capitalists may find the money ; but, after all that can be done, we
shall expect to find the streets of London generally crowded and
occasionally congested.
WWMMMMfWMMWWWH
Traction Data. — The following data relating to traction was given
by Mr. E. Whythe-Smith, at the Institute of Electrical Engineers,
on the discussion of Mr. Epstein's paper. He had made experiments
to get the average pull on ordinary roads in the worst condition.
Some of tho results, expressed in pounds per ton in three different
conditions of weather, arc : —
Asphalte
Wood ..
Macadam (good). .
Macadam..
Macadam (soft) . .
22
23
22
22
31
:w
52
50
49
60
51
50
97
51
02
Ail interested in automotors should join the Self-Propelled
Traffic Association. Prospectus and full particulars can be obtained
of Mr. Andrew W.Barr, Secretary, No. 30, Moorgate Street, London,
E.C.— (Advt.)
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170
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. [Februahy, 1898.
LAW REPORTS.
The Ward Electrical Car Company.
Under the winding-up order recently made against tbis Company,
the statutory meetings of the creditors and shareholders were held
on January 26th before the Assistant-Receiver, at the Board of
Trade offices, Carey Street. The Chairman said the facts relating to
the case were somewhat peculiar. The Company was registered in
October, 1888, with a capital of £300,000, and was apparently pro-
moted by Mr. Ward in conjunction with a Colonel McMurdo, with
a view to the acquisition of certain inventions relating to electricity
and belonging to Mr. Ward ; also to carrying on the business of
electrical engineers. The whole of the capital — eioept the signato-
ries' shares — was issued to Mr. Ward in return for his inventions,
and he was also to act as managing director at £1,000 a year, payab'e
only out of profits, or until the formation of a subsidiary company.
'Die whole of the shares having been issued to the vendor, the
Company had no working capital; but Mr. Ward entered into an
agreement with Colonel McMurdo for the sale to the latter of
22,500 shares for £10,000, payable as to £1,000 to Mr. Ward
and £0,000 to the Company. Colonel McMurdo died in
May, 1889, having paid £4,362 on account. Mr. Ward then
entered into an agreement with the receiver of his estate, under
which 20,000 shares were to be returned to him, and he was to provide
the Company with £5,000 for working capital. Mr. Ward further
undertook to pay the Company's liabilities until Deoember, 1890.
The money received by the Company was used in developing the
patents, but apparently without any definite results, and the only
property acquired was stated tj be a small amount of plant that had
been seized by the landlord for rent and an omnibus which had been
seized under a judgment. The directors in April, 1896; authorised
Mr. Ward to sell the whole undertaking to a new Company for
£35,000, payable as to £5,000 in cash and the remainder in shares.
That scheme was not carried through, but subsequently Mr. Ward
and a Mr. Marshall floated the London Electrical Omnibus Company
(Limited) to acquire other inventions belonging to the former gentle-
man. The purchase price was £20,000 cash and £80,000 in shares,
and was to be divided between the two promoters. Under the
agreement with the first Company it was provided that all inventions
and improvements tbereon sold to that Company should become
its property. The inventions sold to the second Company were
stated to be improvements on the original inventions; so that a
question of title would doubtless arise between the two Companies.
Mr. Ward had stated his intention of handing over his shares in the
new Company for the benefit of the old Company, and Mr. Marshall
was now bankrupt in the London Court. The directors in August,
1892, resolved to issue debentures to a certain firm, and although
there had been no actual issue, a claim to some of the Company's
property had been maintained with success. Tho original patents
had apparently lapsed, with the result that the only asset belonging
to this Company was its interest in the London Electrical Omnibus
Company (Limited). Accounts had been prepared showing unsecured
debts of £863, fully-secured debts £2,435, and assets £1 9*. Id. Mr.
Ward intimated that he desired to present the shareholders with
shares in the London Electrical Omnibus Company (Limited), which
was now in a position to make a considerable profit by running
electrical omnibuses. He had no doubt but that the old shareholders
would consent to such an arrangement, as the shares would be of
considerable value. The matter was left in the hands of the Official
Receiver to be dealt with in the usual manner.
Bosser Cycle and Brake Company. —On January 15th Mr.
Justice Bonier heard the petition of the Bosser Cycle and Vehicle
Brake Company (Limited), as represented by Mr. Boiner, Q.C., for
a reduction of" capital from £50,000 to £10,000. The ground of
the petition was that there had been a loss of £35,000, which was
not represented by available assets. His Lordship sanctioned the
reduction.
♦
Brown v. I.E.8. Accumulator Company. — This case came
before Mr. Justice Boiner on the 5th inst., on a motion for judgment
n* a short cause in default of defence. The Company was incorporated
in 1HU5 for the purpose of carrying on business as manufacturers of
electrical batteries, and the plaintiff was the holder of debentures
in respect of which the Company had made default. A Company
named New and Mayne were also made defendants, they being
interested in the taking of the accounts. Mr. Justice Bomer made
the usual order in a debenture-holder's action.
■ Estimate* of Speed. — At the Justice of Peace Court at
Hamilton, on January 24th, William Muir, motor-car driver, was
charged with having, on December 21st, driven his motor-car at
more than a reasonable speed during the darkness. Andrew Arbuckle,
flesher, Blantyre, was on the night libelled driving a flock of sheep
along the Glasgow Road at Blantyre, when the motor-car driven by
the accused came up. He shouted to the driver, but he did not
think he heard him, owing to the noise of the car. A number of
sheep were injured. Various estimates were given as to the speed at
which the car was going, one witness stating that it was going like
an express tram, another at between 20 and 30 miles an hour, and
another at a " terrible " rate. On the other hand, it was stated that
the rate of speed was not more than five miles an hour. The
justices found the charge not proven.
Heavy Fines by the Warwickshire Magistrates. — At the
Kenilworth Divisional Sessions (Milverlon), on February 1st, Albert
Thornhill Davis, of Coventry, was charged, under the Light Loco-
motives Act, with driving an autocar without proper lights attached,
on the 22nd ult., at Kenilworth. The defendant had one light in
the centre of the car, but none at the back. There nas also another
charge of obstructing the traffic by leaving the same car in a public
thoroughfare and without proper attendance. The defendant was
! fined £2 and costs for the first case, the magistrates considering it a
: very dangerous practice to drive autocars without the lights placed
j in a proper place. The second case was dismissed. Some time after
' the case was over, Mr. Maddocks, solicitor (Coventry), appeared with
the defendant, and asked the magistrates if they would reopen the
case. He explained that he and the defendant had started to drive
there on an autocar, but unfortunately the wind was rather high,
and prevented them from arriving in time. They had allowed them-
selves plenty of time. He said the wind sometimes blew the light
out. He thought they would reduce the fine if the facts of the case
were better known. The application was not grant d.
The Beg-ulation of Street Traffic. — At Manchester on
February 3rd, John Wilkerson, in the employ of the Theatre Boyal
Company, was summoned before the city justices for a breach of
the local bye-law as to vehicles. On January 18th he was driving
a motor-car, which is used for advertising the Theatre Boyal panto-
mime, up Bridge Street, and, according to the evidence of a constable,
he crossed into Deansgate on the wrong side, running the risk of an
accident. The solicitor to the Theatre Royal Company explained
that the defendant, finding that his foot-brake was out of order and
that he could not apply the hand-brake without taking his eyes off
the traffic, saw a chance of running safely into Deansgate by going
inside the point where the officer was stationed. Thinking it wiser
to break the rules of traffic rather than go on and risk the chance o f
an accident he did so, but pulled up as soon as he got safely into
Deansgate. The defendant was an experienced driver, having for
eight months before coming to Manchester been engaged in driving
motor-cars in London. The justices, in consideration of this being
the first case of the kind, imposed a penalty of 2*. 6rf. and costs only.
No It Won't. — In a recent issue the Olobe says : — " A motor-cab
ran away in Fleet Street on Sunday, January 23rd, and hurt nobody;
but next day the Daily Telegraph had a characteristic leader on the
perils of the motor-cab. Yesterdoy a horse ran away and killed a
man at King's Cross. Will the Daily Telegraph now oblige us with
a leader in which the perils of horse traffic are discovered amid beds
of flowery epithets ? "
t
All the leading types of Motor-Carriages are fully dealt with in
The Automotob and Horseless Vehicle Pockbt-Book of Auto-
motive Formula) and Commercial Intelligence for 1898, which
contains over 200 pages of information. Price 1*. ; post free,
1*. 2d. ; leather, 1*. Hrf.. of F. K'ng and Co., 02, St. Martin's Line
London, W.C.
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Fjjbbuae*, 1808.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
177
REVIEWS OF BOOKS.
The Engineering Magazine for February is not as interesting as it
is usially. It contains, however, some good matter. Mr. Dugald
Clerk discusses the economy and efficiency of the large gas-engine,
and points out the difficulties in effecting proper scavenging of the
cylinders. He is, however, sanguine that the present difficulties will
soon be surmounted. Already an actual efficiency of more than
30 per cent, has been obtained from a Crossley gas-engine. Mr.
Clerk thinks that in ten years' time we shall have gas-engines of
1,000 H.P.
Mr. James McKechnie, the engineering manager at the Tickers
Company's Works at Barrow, contributes his third article on
shipbuilding, and, needless to say, this is instructive, but more so
from the economical than from the technical paint of view.
We have said a good deal of late about the London County
Council Fire Brigade and its obsolete equipment and inferior
organisation. Here we have a capital descriptive and well illustrated
article by Mr. Hugh Bonner on the equipment and organisation of a
city fire department. The description refers to the New York fire
service. We learn that the New York fire-engines have a capacity of
from 330 to 1,100 gallons per minute. We have in London lots of
old-fashioned crocks that spurt feebly 200 gallons per minute at their
best, and but one engine that can deliver more than 50) gallons. The
New York fire floats are also superior to ours. There are three boats
with capacities of 2,500, 3,500, and 13,000 gallons per minute, and
use hose ranging from 2 i to 6 inches diameter. Water towers and
chemical fire-engines are largely employed. After reading this
interesting article we certainly think that Colonel Rotton, the chairman
of the London County Council Fire Brigade, cannot substantiate his
extraordinary statement, to the effect that we have the best fire
service in the world. We cordially recommend the article to the
notice of all interested in the prevention and fighting of fires. There
are other articles, but of less interest.
CATALOaUES.
♦
THE PANHARD « No. 6."
Messrs. Tiios. Cokbbtt send us an illustrated catalogue of their
agricultural machines. This well-known Shrewsbury firm has a very
high reputation for keeping up to date and for excellence of manu-
facture. When it is remembered that they have obtained no less than
700 first prizes in various competitions, it will be evident that the
firm has something to boast of. The catalogue is, of course, more
interesting to the farmer. We would suggest to Meserj. Corbett that
they would find automobile spring carts and wagons for farmers and
country gentlemen a remunerative manufacture.
Electrical Installation Rules. — The Liverpool, Loudon, and
Globe Insurance Company have issued a small handbook containing
their rules for electrio lighting or power plant. Since the well-
known '* Phoenix " rules of some years ago, electrical pressures and
apparatus have changed considerably, and house lighting is now
effected by currents of a much higher voltage than was formerly the
case. It has always been a characteristic of electrical work that it
rather lends itself to flimsy construction, the stresses being electrical
aud not mechanical. In the early days of the industry much
inferior work in wiring was to be seen, and the wireman was
anything but a skilled mechanic. Leads were run in casings
indifferently around fireplaces and in wash-houses, the same insula-
tion being deemed suitable for a very damp place as for a very dry
one. Such things, too, as ceiling roses, switches, and fuzes were of
the cheapest and most trashy description, and as a consequence of
this flimsy construction many fires occurred. Thanks, however, to
the leading fire insurance companies, a considerable improvement
has been effected. The Liverpool, London, and Globe Insurance
Company have been foremost in this direction. Their rules have
beeu drawn up by some of the leading electrical engineers, and we
do not see that they can be much criticised. To us they seem to
possess the great merit of fairness j they impose no onerous condi-
tions, and only stipulate for good and faithful workmanship. They,
in fact, embody the points of a good specification, and users of
electricity would do well to insist upon contractors adhering to
these rules whether they (the users) insure or not.
The Hon. C. S. Rolls writes :—
As promised, I send you account of run 1 had by road from Loudon
to Wales towards the end of December last.
As you are aware, the carriage which I used on this occasion was
the Panhard et Levassor, " No. 6," the winner of the Paris-Marseilles
(1,070 miles) Race, fitted with an 8 H.P. Daimler-Phcsnix 4-cylinder
motor. I have modified the body somewhat and other details in
this carriage, having now a wagonette body convertible into a ■
phaeton.
Start was made from Enightsbridge at 8.22 a.m. on December 22nd
with three persons and baggage on board, in a slight fog and hard
frost, the route taking us through Hounslow and Slough.
At Maidenhead the first dismount was required, as I found it
advisable to detach the ground " sprag " from the frame of car and
take it inside, it having been doubled up by its failure to bite the
ground immediately it was requisitioned to use when going up a hill,
catching a little later with a jerk ; after 25 minutes' delay here wo
proceeded through Twyford to Reading, where we spent about
40 minutes oiling over and renewing water supply at tiro station ;
the next " watering place " was Hungerford, after which we covered
several miles of the extremely undulating Wiltshire Downs, passed
through Swindon without stopping, and arrived at that night's
destination — viz., Purton — at 5.4 p.m., where we stayed with some
friends. Distance for the day, 88i miles. On the second day we
left at noon, taking for 10 miles or so three extra passengers, our load
on board (six persons, baggage, petrol, tools, and parts) being quite
equivalent to eight people ; the engines, however, took but little
notice of this weight, running almost continuously on fourth gear.
Beyond Cirencester trouble with heated pump bearing caused slight
delay ; dismantled, oiled, replaced, proceeded. I made good use of
five brakes when descending Birdlip Hill (Cotswolds), being a mile
of sharply-curved steepness ; and an hour's rest was taken at
Gloucester, during which we took in water and oiled selves and car.
Took Ross and Monmouth in the evening, stopped for few minutes
beyond Monmouth to resin the clutch, and arrived at The Hendre
7.57 p.m., the car and its occupants being white with frost. Average
speed of running during the two days was 11 miles per hour.
It will be noted that water was only taken in twice on the first
day and once on the second, although very mountainous work was
done on the second day. Total distance, 150 miles.
Permit me to congratulate you heartily on your '98 Avtomotob
Pocket-Book, which I consider is a marvellous shilling's-worth.
PROPOSED EXHIBITION OF MOTOR-VEHICLES.
At the annual meeting of the Tunbridge Wells Agricultural Society
an important discussion took place as to a sum of £200, the proceeds
of a motor-car exhibition at Tunbridge Wells, organised by Sir David
Salomons, and for which the society lent the use of their own
ground. This sum Sir David had promised to spend in prizes for a
motor-car exhibition, and when approached a year ago he replied
that the time had not arrived when the money could be profitably
devoted to the purpose, and owing to coiupany-niongering the
progress of the industry had bocn greatly retarded. When
satisfactory arrangements could be made he should have great
pleasure in arranging a prize list. Lord Arthur Cecil said
the question was whether the time had not arrived when
they should again approach Sir David and ask him whether
the exhibition could be held this year, and Mr. Austen remarked
that the Royal Society wore offering similar prizes this year.
Mr. Macbean doubted whether they should have room fur
anything of the sort. Mr. Austen suggested that they might have a
three days' show and devote the third day to a motor-ear exhibition.
Mr. Williamson said as they lent the ground they ought to have
more control over the money. The chairman said tliat no doubt Sir
David would meet them in his own good time, and until then he did
not see how they could discuss the matter. Mr. Pane said there was
a question whether their ground was suitable. Major Simpson said
he believed that Sir David was still of opinion that the time had mil.
yet arrived for holding all exhibition. It was derided to refer the
matter to the committee to again approach Sir David, aud the
mcetiug terminated.
I- 2
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t?8
TtfE AUTOM0TO& Atffi HORSELESS VESICLE JOVRNAL. [PsBiuiBT, isOs.
Now Ready. Foap 8vo. 23D Pages.
Price, lfl. J post free, Is. 2d. Leather, gilt lettered, Is. 8d. '
The Automotor and Horseless,
Vehicle Pocket Book
ADTOIOTIYE FORMULA AHD COMMERCIAL IHTELLIGEHCE j
NOTICES.
This Pocket Book, carefully compiled and edited, will contain
a mass of information such as is daily required by all those
interested in Automobilism, whether they be Designers, Engi-
neers, or Drivers of any kind of Automotor Vehicles, or Direc-
tors, Managers, or Shareholders of Automotor Companies. The
Contents include —
PART I.— TECHNICAL.
ALMANACK, &c. Meteorological Data. Weights and Measures
(British and Metric). Conversion of British and Metric Units.
Tables of Specific Gravities and Conversion of Thermometer
Scales. Wire Gauges. Weights of Metals, &c, &c.
DYNAMICS.— Units of Force. Speed Tables, &c, 4c.
TBACTION.— Resistance of Roads. Tractive Power of Locomotives.
Curves of Resistanoe due to Road and Gradient. Tables of
Gradients. Influence of Grade on Traction, &c, &c.
MECHANICAL DATA.— Ball Bearings. Chain Gear. Fly Wheels
for Gas and Oil Motors. Tests for Indiarubber. Wheel Gearing.
Shafting. Horse Power. Pump Formula;. Whitworth Bolts
and Nuts. Nickel Steel, &c, &c.
FUELS. — Calorific Power of Fuels. Data relating to Various Fuels.
Comparison between Coal oud Petroleum. Liquid Fuel. Illus-
trations of all Best-known Burners, &c, &c.
STEAM.— Data relating to Properties of, and Tables. Steam Motors.
Condensers. Rules for finding Horse-Power Mean Pressurts.
Horse Power, &u. Illustrations of Automotor Steam Generators,
&c, &c.
PETBOLEUM MOTOES.— Official Tests. Single, Double, and
Four-Cylinder Motors. Dimensions, Weights, and Powers by
Vurious Makers, &c, ic.
ELBCTEIC MOTOBS. — Batteries, Lists and Tests of. Tables of
Weight, &c, of Various Makers. Particulars of Motors.
Directions for Charging Batteries. Care of Cells. Wiring
Tables, Ac, &c.
MISCELLANEOUS INFOBMATION.— A Number of Useful
Formulie, and a Quantity of Miscellaneous Data relating to
Automobilism, &c, &c.
PART II.— COMMERCIAL.
Full Text of the Loccmotitcs on Highways Act, 1896. Local Govern-
ment Board Regulations. Regulations for Motor- Vehicles in
Scotland. Inland Revenue Regulations. Regulations for the
Carriage and Storage of Petroleum.
List of Limited Liability Companies, Engineers, Manufacturers, and
Others making, using, &c , Motor-Cars, giving details of Capital,
&c, &c.
French Automotor Makers.
List of Books on Automobilism.
Acts of Parliament att'cciing all who Build, Own, or Use Automotor
Vehicles, Specimen Automotor Log, 4c, 4c.
Nil ex|xiiM> has lieen -inrcd lo make this bunk the VADE MEC'l'M of Autn-
moliili&iM. No uthrr publication contains sueli a mass of useful matter relating
to the imluxtry.
Price, Is. ; poat free, Is. 2d. Leather, gilt lettered, Is. 8d.
luti'iidiiig purchasers should send in their orders as early a3 possible to
F. KING AND CO., LTD., 62, ST. MARTIN'S LANE, LONDON, W.C.
PIBL1SHE1IS A>D PROPBIKTOHS.
Contributions and articles likely to prove of interest to our readers
trill receive due attention, but in all eases the name and address of the
writer must be given, not necessarily for publication.
All matter intended for publication should reach us not later than
the lOfh of each month, and be addressed lo The Editob of The
AUTOMOTOB AND HOBSELESS VEHICLE JOUENAL," 62, St. Martin S
Lane, London, W.C. Stamped envelope must be sent if the tmsnu-
script is required to be returned. The Journal is published the
middle of each month.
All Advertisements should be addressed to F. KlNO AND Co.,
Limited, 62, St. Martin's Lane, London, W.C, where Advertising
Sates may be had on application.
The Annual Subscription is Is., including prepaid postage to any
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Cheques and Post Office Orders should be made payable to F. King
AND Co., Limited, and crossed London and County Bank} otherwise
no responsibility will be accepted.
Special Notice.
The Aotomotob and Hobsklbsb Vehicle Joubnal can be
obtained from all Messes. W. H. Smith and Son's bookstalls, and
the following Agents : —
London : Pottle and Sons, 14 and 15, Royal Exchange, E.C.
Wholesale : Bbbtt and Co., 5, Pilgrim Street, Ludgate
Hill, E.C.
Birmingham : J. McCann, 87, Union Street.
Manchester : John Hbywood, Deansgate.
Newcastle-on-Tyne : C. C. Ross, 35, Side.
Paris : Homebb Mobeau, 97, Rue Nollet.
Victoria (Australia) : Phillies, ObMondb, and Co., 169, Queen
Street, Melbourne.
When any difficulty is experienced in procuring the Journal from
local newsvendors, intending subscribers can obtain each issue direct
from the Publishing Office, by fonoarding remittance of Is. for
12 months' subscription, post free (or at the rate of Id. per copy).
USE THE BEST:-
WELLS' MOTOR OILS
for Lubricating ENGINES of
AUTOCARS,
MOTOR VANS,
CYCLES, &c.
AURORALINE for Bearings.
Graphite Gear Grease. "The
best for Chains, Gear, &c."
Pale Grease for Axles.
Sole Makers:
U. WELLS & Co., H*"5rAWS?"
MANCHESTER. TelsgrsphicAiidresi:
ESTABLISHED 30 TEARS. "B" MPT. " VABELfflB, MAMCHMTM."
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170
Most of the back numbers can still be obtained at 6d. per
copy, or 7d. per copy post free.
INDEX TO VOL. I
Is Published Free with, the October Number.
NOTICE.— A few copies of Volume I, bound complete, can still be
supplied at One Guinea net, in consequence of our having
purchased some of tbe numbers out of print, enabling us to
make up some more complete sets.
COVERS FOR BINDING VOLUME I
Price Is. 6d. ; Post Free, Is. 9d.
Can Le obtained through the usual Agents, or direct from the
Publishers.
Proprietors and Publishers— P. KIKO & CO., LITCITED,
68, St. Martin's Lane, London, W.C.
The Automotor and Horseless Vehicle
Journal.
A RECORD AND REVIEW OF APPLIED AUTOMATIC LOCOMOTION.
ANSWERS TO CORRESPONDENTS.
FEBRUARY 15th, 1898.
DIARY OF FORTHCOMING EVENTS.
Notices to be Included under this heading should reach the
Office not later than the 12th of each month.
[For fall programme and proceedings of the Self- Propelled
Traffic Association, see p. 189.]
1898.
Feb. 18 to 26..
March 8 and 7
March 7 . .
Mnrch 10
April 24
May 2, 9, 16, 23
May 2+
May 25
June 10 u 25..
June 8..
July 3 to 11
18TO ..
100O ..
Manchester Cycle Show.
Marseilles aud Nice Race (organised by La France
Automobile).
Automobile Club of Great Britain. Second House
Dinner at 7.30. To be followed by a discussion
on " The Bearing of Past Invention on Future
Motor-Car Design."
Hicn — Puget — Theuiers Motor-Cycle Race.
Paris Motocycle Critc'rium.
Society of Arts Cantor Lectures — " Electric Trac-
tion," by Prof. Cams Wilson.
Self • Propelled TralHo Association (Liverpool
Centre) Heavy Vehicle Triols.
" t'oncours do Fiacres," Paris. Organised by the
Automobile Olnb of France.
Motor- Vehicle Exhibition, Paris. Automobile
Club of France. Sections — («) Automotor
vehicles which have given proof of their
practical efficiency ; (4) Industries connected
with automobilism ; (t) Motors adapted for
autoniotors ; (rf) Vehicles adapted for auto-
motors.
t'oncours of the Automobile Club Beige.
Raco from Paris to Amsterdam, under the
auspices of the Automobile Club of France.
Race from Purls to St. Petersburg, under the
auspices uf tiie Automobile Club of France.
Paris International Exhibition — Oreat. Display
of Automotor- Vehicles and Allied Trades.
H. P. Fbrnald (Cheltenham). — Apply to Messrs. Toward, Newcastle-
on-Tyne ; and to the Liquid Fuel Company, of Cowes, Isle of
Wight ; also to Messrs. Coulthard and Co., of Preston. Each of
these firms can supply your requirements.
L. (New Forest).— (o) For steam — Liquid Fuel Engineering Com-
pany, East Cowes,- Isle of Wight; Lancashire Steam-Motor
Company, Leyland, Lanes. ; Atkinson and Philipson, 27, Pilgrim
Street, Newcastle-on-Tyn'e. (4) Electricity — Elieson Lamina
Accumulator Company (Limited), 4, Greenland Place, Camden
Town, N.W. ; Carl Oppermann, 2, Wynyatt Street, Clerkenwell,
E.O.
Gr. H. E. W. (Rugby). — We have forwarded your letter to Messrs.
Boiling and Lowe as desired. The adlress is 2, Laurence
Pountney Hill, E.C.
J. B. (Rudgwiok). — The address is Hunter and Co., Eastdown Works,
Lewisham.
Gabnbb (Burnley). — Book sent as desired. We hope to give
fuller details later on in regard to the motor you mention, which,
as you say, looks to us like a good thing. The address is given
abore.
H. C. (Dukinfield). — We have a few copies of Vol. I still left, bound
complete, one guinea net. The rest of the back numbers can be
supplied you at 7rf. per copy, post free.
J.
THE LOCOMOTIVES ON HIGHWAYS ACT.
Thb more we see of tbe practical working of this Act, the more
convinced are we of its need for amendment, and this opinion is,
we know, shared by automobilists throughout the country.
That it should have been necessary at all to pass such a measure
is by no means flattering to our national vanity. We are so
accustomed to speak of ourselves as a" practical people " and to
extol our truly British virtue of " common sense, as though no
other people in the world possessed either practical knowledge
of things or common sense. We have enjoyed a long period of
profound peace for the last 80 years. France, Germany, Austria,
aud Russia have during that time been torn and ravaged with
either wars or revolutions, and yet those who have gone into the
question will tell us that the science and practice of mechanics
is more advanced in Germany and France than in this country.
The Iron and Steel Commission that visited Germany in order
to report upon that industry came back with some really startling
information. Not many months ago a deputation from Man-
chester also visited Germany while labouring under the truly
insular idea that they had nothing to learn about machinery and
that Manchester was the natural home of high-class work. " Thin
deputation went, and returned, literally, sadder and wiser men ;
they reported that Germany had nothing to learn from England
as regards machinery. As our columns bear witness, we report
whatever progress is being made in automobilism, but we have
to confess that the more substantial advauces in the subject are
mainly of German or French origin.
On the Continent automobilism is encouraged by the State
and by public opinion — not for any academic idea but for the
truly practical reason that it means cheap transj>ort, and so it
happens that we are flooded with cheap foreign goods, and we
suffer this gladly because we are not a practical people, and so
we cling to the horse, although the horseless vehicle has been
in existence for nearly a century in a fairly perfected form.
We pass an Act which is the wonder and surprise of every
educated foreigner. In this precious measure we have carefully
and conscientiously made the way of the automobilist need-
lessly hard. We lose sight entirely of the many advantage* to
be derived from cheap transport, but provide ample facilities
whereby local authorities can, if so minded, greatly prejudice
the use of motor-vehicles. While we have taken very good care
that motor-vehicles shall fulfil certain prescribed conditions,
we have omitted to require that local authorities shall main-
tain their roads in such repair as to permit them to be used by
automobilists.
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tSB AUTOMOTOR AND aoRSfiLtiSS VMlClB JOtJRinAt. [Fmumk. 1898.
At present each little commune does that which is right in
its own eyes, and hence, except in the larger towns, the roads
are almost left to repair themselves. Of course, local authorities
will protest vigorously against anything which tends to increase
their rates, but once they see— and it is so difficult to make
them see- -that the improvement in the roads will mean more
trade, we feel convinced that an improvement would be effected.
We think that the Self-Propelled Traffic. Association and the
Automobile Club might well take up this matter. A serious
anomaly, in our mind, is that very great power is given to the
Local Government Board as regards the motor-vehicles, but they
have no authority as regards the roads nor over ordinary
vehicles. Since no vehicle is of use unless it is worked on a
suitable road, and since there must be some central authority, it
would seem more logical to place all vehicles and all roads
under one supreme authority. We doubt, however, that local
bodies will ever consent to any diminution of their control over
their roads.
The principle adopted in the Act, of placing large legislative
powers- because, after all, this is what they amount to — in the
hands of the Local Government Board is open to very grave
objection. The Act is practically a permission to the Local
Government Board to make what regulations that body thinks
fit. Theoretically the Local Government Board is, of course,
like all governing bodies, amenable to Parliament ; practically
it is an imperium in imperio, and, like the War Office, follows
out its own line of policy independent of the House of Commons.
The public, in fact, can exercise but little control over it.
It seems to us that any amendment of the Act should be
in the direction of strictly limiting the powers of the Local
Government Board to matters of administration. It does
not seem advisable that a departmental body should have
the power of making regulations which may have the effect of
placing automotor vehicles at a disadvantage as compared with
ordinary ones. All that we can ask for is a fair field and no
favour. No privileges are sought for by automobilists, but, on
the other hand, it is not just that there should be any dis-
crimination against them. That local authorities are, in some
cases, not indisposed to adopt an unjudicial attitude is shown
by the attempt on the part of the Warwickshire authorities to
impose a regulation upon automobilists at once unjust and
impolitic Certainly the attempt failed, but what guarantee
have we that similar attempts may not be more successful I
The Act should also cast upon local bodies the duty of
maintaining the roads in a condition suitable for heavy
traction. A specified degree of hardness should be decided
upon, that is, the roads should be capable of carrying a weight
of not less than 5 tons per square foot. In other respects, too,
the Act requires amendment, but we shall deal with other points
in due course.
*^^^^^0*^^t0^*0%j^0^^^^^
OBSERVATIONS ON THE ENGINEERS' STRIKE.
At length, after a seven months' contest, the disastrous strike and
lock-out in the engineering industry has terminated in the only way
possible, by the total defeat of the employes. As is well known, this
strike arose out of the demand by the hands for a 48-hours* week.
This was flatly refused by the employers, who were not sorry of the
opportunity afforded them of settling, once for all, many other
differences. The hands, as represented by their trades union, the
Amalgamated Society of Engineers, had for a long time past been
gradually encroaching upon what most people consider the natural
and necessary rights of the employers. The men had limited the
number of apprentices ; they fixed the output of machines ; they
inaugurated a system of levelling down, whereby the best workman
had to work only as well as the most indifferent or lazy. They also
interfered in the management, and endeavoured in every way to
preveDt the employment of non-union labour, while strictly con-
serving what they considered to be the rights of their so-culled
skilled labour. In short, the policy of the men was to take all
control out of the masters' hands, aud run the shops on Socialistic
principles — admirable in every way from the men's poiut of view,
but distinctly disadvantageous from that of the masters. As stated,
these encroachments culminated in the demand for u 48-hours' week
with 54 hours' pay. Of course, thore was no lack of soft-minded
persons, ranging from bishops downwards, who wished to arbitrate on
these grotesque and impossible demands. The result we all know.
This strike has involved some 70,000 so-called skilled mechanics.
It has cost them, their families, other unions, and the working class
generally not less than £4,680,000, while the employers have lost no
less than £5,696,000. The total loss is £10,376,000. We say loss.
If, as we suspect, this strike will produce federations of employers,
and so ensure industrial peace, then this £10,000,000 is a cheap price
to pay. In any case this strike must have very far-reaching
consequences. The defeat of one of the most powerful and wealthy
trades unions in the world in a fair and square fight marks, in our
opinion, the commencement of the decadence of militant Socialistic
trades unionism as a national force, and no one sensible of the modern
conditions of this country's supremacy in the markets of the world
will for one moment regret that this should be so. As is well known,
the Amalgamated Society of Engineers made an attempt to put into
practice doctrines which, good in themselves, qud doctrines, are as
yet impossible of realisation in the present state of our society.
Human nature being what it is, and not, as we gather, appreciably
changing through the centuries, is not yet capable of assimilating
the Sermon on the Mount or the more h>ter teachings of Compte and
Marx. So long as — and we think this will obtain for a very, very long
time yet —profit is the incentive of the employer, he will require and
insist upon having full and supreme control over his business. The
arcadian state of things desired by the Amalgamated Society of
Engineers and others would be possible no doubt if there was no
trade competition, no international competition, no danger in losing
a market, no particular necessity of creating one, no danger of foreign
aggression or war, and, therefore, no risk of famine. Who would
not like to live in the comfortable knowledgo that a good living can
be assured with but little mental toil or anxiety, but that after the
day's work of eight hours one could spend the remainder in
intellectual pursuits, in visiting municipal museums, the municipal
music-halls, or participating in municipal cricket and football
matches, and even witnessing municipal horse races, conducted, of
course, under strictly moral conditions ?
No one will, we tuink, blame any body of men — whether these be
so-called " working men " or men who live by mental toil — for
endeavouring to get all they can for their labour. Unfortunately
we cannot — at least, at present — compel any person to be an
employer, and we also have the other humiliating fact that the
employer is a selfish person greedy for profit ; but we do not know
that his greed is one bit more mischievous or Mindly selfish than that
of the typical working man. If the former wants the maximum of
profit, the latter exhibits an equally selfish but perfectly natural
desire to obtain the maximum of wages or its equivalent. If the
prices of work and wages do not enable the greedy, selfish employer
to make a living, and put by something in the savings bank for his
old age— or, at least, to contribute regularly to, say, an employers'
sick and burial club — he also goes on strike and shuts up the shop.
In short, unenlightened selfishness in the disguise of humane Socialism
was the cause of the late strike. It was not because of this, however,
that the strike failed. The public at large would, with its usual sham
humanity, have witnessed the decline of the engineering or any trade
with pleasure, or at least equanimity, so long as the "toilers" or
the "masses" had "opportunities for intellectual recreation and
improvement," pace the Daily Chronicle and other papers after that
kind. What prolonged the strike and eventually determined the
event was the trades unionism of the employers. Many will remember
the aneemic and amoebic state of the employers some 10 years ago,
especially of those engaged in the shipping industry. The seamen
formed a powerful and autocratic trades union ; the shipowners
formed the Shipping Federation, with what results we all know.
Where is the " Amalgamated Union of Seamen and Firemen " now ?
Why, tenanting a few back rooms in a back street of the remote East
End of Londou ; its funds have gone, its prestige also, its leaders are
discredited, and the seamen, to a man nearly, are in the Shipping
Federation benefit scheme. The seamen's trades union is utterly
and hopelessly broken, never to exist again as before. Similarly
we have had the engineers' trades union bringing into existence
and opposing the most powerful trades union of employers the
world has ever seen. The Employers' Federation controlled, and
does still, no small portion of the wealth of the country. Its leaders
are educated and intellectual men ; its resources and influence arc
almost illimitable. How. then, can any body of manual workers, for
the most port individually of small intellectual calibre and of equally
small means, think to maintain a successful contest with such a
body ? The attempt has been made, and has ended, as was foreseen
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and as could not otherwise happen, in the most complete defeat of
the Amalgamated Society of Engineers. Tliis union is in a similar
predicament to the Seamen's Union. It* funds are exhausted, its
influence gone, and its leaders discredited.
The strike was marked by some curious features. There were, of
course, the usual attempts to "arbitrate," when r.ally there was
nothing upon which to arbitrate. There is a precious and typical
piece of modern legislation providing for arbitration and conciliation
— an utterly absurd and, as the event has proved, useless measure.
Mr. Ritchie, the President of the Board of Trade, essayed to
" arbitrate and conciliate," but, after a futile attempt, wisely with-
drew to foreign parts and hedged discreetly in his utterances. It
was curious, too, and not a little amusing, to note the behaviour of
public men during the strike. If ever there was a time when the
people concerned wanted a leader who would stand forth undismayed,
and tell those misguided engineers that their action was foolish and
was bonnd to result disastrously, it was during this strike. No one
appeared. A few public men uttered some platitudinous drivel,
such as : " they deplored the present lamentable dispute," or piously
wished " that wiser counsels would prevail," and so on ; others
carefully kept out of the way and sent subscriptions -they feared
for their popularity, and with reason. There will be many changes
among these M.P.'s at the next general election. The attitude of
the Press was no less curious. A few papers, such as the Timet,
Standard, and some others, took a decided and firm line from the
first, and did much to convince the men of the utterly hopeless
nature of their demands. The best service was, however, rendered
by our contemporary, Engineering, which in a series of well written
and masterly essays, reviewed the whole progress of modern trades
unionism and the effect of the latter upon our productive capabilities.
We trust that these valuable papers will be reprinted and circulated
wherever working men congregate. The banal attitude of the
Daily Telegraph needs little remark. The pandering of that journal
to "the man in the street is too well known to require comment.
The Daily Chronicle, as all can imagine, especially distinguished
itself. In the early days of the strike the Daily Chronicle pro-
phesied a speedy success for the men, and prepared to celebrate the
event in preans of joy. The sacred banner of " labor " (He) was duly
wagged, and copious streams of diluted Socialistic ink and twaddle
flowed from the pens of the stuff. As matters progressed, the Daily
Chronicle became suspicious, then doubtful, then frankly pessimistic,
and, finally, it indulged in hysterical wails of despair for the cause
of " labor," and had to confess that it had again wrongly gauged
popular feeling. In the provinces, where working men take some
interest in local politics and seem to exercise more political power
than do those of London, and where newspaper competition is very
keen, the newspapers, as a rule, maintained an attitude of what they
are fond of terming " judicial reserve " — not a manly, not an exalted
attitude to adopt, but, under the circumstances, an eminently prudent
one. Many newspapers and many members of Parliament will, we think,
have to seriously reconsider their politics. As one consequence of this
strike, opinions on industrial questions range themselves into two
distinct groups, clearly demarcated. Every candidate for public office
in future — from a beadle to a guardian and from a member of a School
Board to a Cabinet Minister — will have to declare whether he believes
in the principles underlying and governing the Employers' Federation
or those of Modern Trades Unionism, also somewhat euphoniously
called Collectivism, or Progressive Legislation on Industrial Subjects.
The one means free trade and the right to conduct one's own business
in one's own way, and also the right of an employer and an employe
to make what bargain they please as regards hours and price of work ;
the other means a crude and reactionary form of protection and
restriction of output, and is an insidious form of tyranny both to
employers and employed. Those who have, whether capital, brains,
or handicraft are required to share the control of what they
have with those who have not or who have but little. There
can be no compromise in these conflicting principles. As is
well-known, a prominent employer lately hedged on this matter and
so lost his election to a North country seat. If one of the effects
of the strike is to clear the air on these matters much good will
result. This is essentially the age of compromise, not only in
politics, but in the principles which underlie them. Not a* few
thoughtful people see in this love of compromise-in-everything-
policy a decadence in our national spirit. Be that as it may. That
it is ) ossible to compromise on such conflicting principles as men-
tioned seems to us impossible. Parliament will no doubt essay
the task, but the faith in the merits of Parliament is diminishing
rapidly. As the Bishop of London is reported to have said lately :
"It took 700 years to produce our Parliament, and what could be
more deplorable than that which we now behold ? " An opinion
which we cordially endorse.
In one special respect this strike has been unusually interesting
and instructive, in that it indicates an advance in civilisation. In the
Middle Ages suoh a dispute spread over such a wide area would have
resulted in civil war. In the early part of the present century it
would have meant riots and the destruc:ion of property. The
military would have been requisitioned to keep order, and, as has
been the case on more than one occasion, the streets of many
of our provincial towns would have been like small battle-
fields. The late strike — foolish and fatuous as it was, and
entailing as it did much suffering — was conducted by the workers
with a moderation and obedience to the law which cannot be too
highly commended. Cases of violence and intimidation were very few.
Such' good conduct was the admiration and envy of all civilised
governments. Even he of the " mailed fist" was impressed. Costly
as has been this strike, it has taught the working man some
useful and needed lessons, one of the most important being tliat
every man in a really free country ha* a natural right to leurn any
trade, and to get his* living by the pursuit of any trade, and to sell
his labour for any price lie cares to accept. Lastly, in all callings,
no matter what, the natural law holds, " the tools to him that can
handle them." G. H. L.
^S^^^****^^^^^**^**^^*
TREMENDOUS EXCITEMENT IN FLEET
STREET.
A pew evenings back an electric cab was proceeding down Fleet
Street with a fare when, owing to a defect in the rear axle, the cab
came to a standstill and it was found impossible to move it. It was
placed alongside the pavement at Shoe Lane, the fare alighted, and
the driver went for assistance. This trivial accident soon became noised
abroad. The newspaper offices belched forth a crowd of fervid and
curious journalists, who surrounded the cab and began forthwith to
take copious notes. The cab being an automotor-vehicle seemingly
excited the feelings of these journalists to a startling degree ; many
were overcome (with " Scotch "), and others manifested considerable
emotion. War correspondents at last found something, so they
thought, worth describing. A stranger attracted by the excited
and surging crowd asked a scribe what was the matter, the scribe
replied : " A motor-car has broken down and we are all very much
shocked, because accidents never occur to horse-drawn vehicles."
The news of the mishap had caused a big crowd to assemble, and the
police had to take extra precautions. In order that a full, true, and
descriptive account of this terrible mishap should be transmitted with
the least delay to the ends of the earth, a telegram was sent to the
Postmaster-General, who gave permission to run a temporary wire
from the Strand Post Office to the private bar of a well-known
" hotel " near Wine Office Court — much resorted to by journalists.
On the bar of this " hotel " a Morse sounder and transmitter were
fixed. Special correspondents of the Daily Mail, the Morning,
and other papers after that kind, distinguished for their unfailing
integrity and veracity, kept watch and watch near the scene of this
awful cab disaster, retiring at intervals to the before-mentioned
"hotel" to report to the man in charge of the wire, who bore a
striking resemblance to the chief reporter of the " Daily Gusher," a
paper well known for its sensationalism, and also to obtain spirituous
stimulus to enable them to withstand the awful mental strain.
Nothing, however, occurred, and next morning the cab was quietly
repaired and taken away. In the meantime some really thrilling
descriptions were being set up by the compositors. So important
did the Daily Telegraph consider the affair that, not content with
a harrowing and mendacious account, they actually had a leading
article on it. The leader bears evident signs of having been written
under very great emotion. The writer's mental excitement must
have been terrible. It was no doubt the electrical cab tbat caused
it. He and the other scribes who so distinguished themselves on
that fatal night have our deepest sympathy, and we trust that
electrical cabs will never again be the cause of such an amount of
exaggeration and nonsense. A few days before this accident occurred,
a horse attached to a trolley in a street at Newcastle took fright and
ran away. It collided with a tram-car ; one girl was killed on the
spot, and four persons injured, and yet not one of the daily papers
supply a really thrilling description of the accident ; neither does the
Daily Telegraph give a leading article about it.
Referring to this trivial cab accident, the Electrical Recieic says:
--"The daily Press would seem to be short of matter just now
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[Februabt, 1898.
judging by the amount of attention given to the mishap with an
eleclric cab in Fleet Street. It is not altogether the right thing to
prejudice the general public against these vehicles before they have
had a fair trial, but this seems a very likely result of some of the
high-falutin and imaginative accounts whioh have been printed
regarding what is officially termed the skidding of the hind wheels.
The only damage to the vehiole seems to be the straining of one of
these wheels, and the following day the cab was working as usual.
The daily sensationalist made it appear that the cab was smashed
to pieces, and half of Fleet Street ploughed up."
THE THAMES PASSENGER AUTOMOBILES.
In the Automotor for November we discussed the existing river
service and pointed out its deficiencies. We also made several
suggestions for the design of new vessels for this sen ice. We now
learn that many of these suggestions are being adopted in three new
vessels for the Thames river traffic now being built by the Thames
Iron and Shipbuilding Company, at Blackwall, and these vessels are
each 120 feet long, and are now in an advanced stage of completion ;
they are being fitted with water-tube boilers. Elaborate accom-
modation has been provided for passengers, and the scheme of
construction followed will allow of passengers being able to use the
entire upper deck, a large section of which in the old boats has been
taken up by the boilers and engine-room skylight. It is understood
that electricity will be used for lighting purposes. The boats will
have a speed considerably in advance of those that carried on the
service in previous years.
*^^^su*^^****t**+^^
COMPARISON BETWEEN HORSE-KEEP
MOTOR-KEEP.
AND
M. D. Cbku/.an, President de l'Automobile Bordelais, writing to La
France Automobile, makes the following interesting comparison : —
Daily Keep of Tioo Horses.
Francs.
Food, hay, &c 5-0
Litter .. .. .. .. .. 1-0
Smith 030
Harness . . . . . . . . . , 0-60
Rent of stable > . . 0-50
Veterinary, &c. ; repairj to carriage, stable, and
harness .. .. .. .. .. V15
Total 8-45
Daily Cost of an Automotor Vehicle.
Daily jou|ney, 80 miles.
Francs.
6 litres petrol . . . . . . . . . . JJ'10
Oil waste, &: .. .. .. .. 0'15
Repairs 1-00
Use of rubber lyres, &c. .. .. .. ,. l-26
Total 450
Daily saving by using an automotor, 3'55 francs.
If the reader will turn back to the Ar/TOMOTOR for Ootober, and
read up the article on " Kelvin's Law of Economy," and apply the
above figures or others to any given case, a most instructive and
accurate conclusion will be reached, viz., that it is always much
cheaper to use an automotor vehicle.
Namw denna tidskrift " Thb Automotor and Horseless Vehicle
Journal " nar ni tillskrifver annonsflrerne.
Mechanical data is one of the features of The Automotor and
Horseless Vehiclb Pocket-Book, &c, for 1898, which contains
ovfr 200 pages of information. Price 1«. ; post free, 1*. 2rf. ; leather,
1*. W.,of F. King and Co., 62, St. Martin's Lane, London, W.C.
NOTES OF THE MONTH.
The Church Armv is endeavouring to raise a sum of £400
wherewith to purchase an automotor vehicle for use in country
districts.
The Hackney Vestry has deferred for six months the further
consideration of the proposal to consider the advisability of
adopting carts and vans driven by electrical or other automatic
motors.
On January 21st, Mr. William Angus, J. P., of Newcastle-
on-Tyne, was elected president, and Mr. Andrew W. Barr,
secretary, of the Institute of British Carriage Manufacturers
for the ensuing year.
This Watt Memorial Lecture, given at Greenock on the
anniversary of the great engineers birth, will this year be
delivered by Professor Thorpe. The subject will be "James
Watt and the Discovery of the Composition of Water."
The motor vehicle is becoming a favourite mode of conveyance
with members of " the Profession." La Belle Magieieune
Company have two in which Mdlle. Patrice and her suite travel
from town to town, and so prevent the poor railway directors
from earning a few pounds.
»
It is said that some American capitalists have been so
impressed with the utility and success of automotor vehicles
for postal work that they have formed a Company, called the
Motor- Wagon Company, with a capital of 5,000,000 francs, tu
construct postal automotor vehicles.
The Essex County Council have passed a resolution strongly
in favour of the construction of a light railway for Ongar,
Dunmow, and Yeldham. The proposed line will be 27 miles in
length, and will serve a purely agricultural district which is
greatly in need of railway facilities.
From the Madras Standard we learn that a motor-car has
arrived in Allahabad, and achieves a high speed, and appears
to run smoothly, and is a comfortable carriage. Babu Veru
Madhava Das, who is exhibiting it to the public, is, it is stated,
trying to introduce motor-cars iuto that country.
The production of aluminium in the United States in 1897
amounted to 2,000 short tons, or 4,000,000 lbs., against
1,300,000 lbs. in 1896. This was eutirely the production of
the Pittsburgh Reduction Company, which continues to control
the manufacture of this metal in the United States.
In a recent issue, Country Life says : — " Motor-cars and
bicycles have played havoc with the price of certain classes of
horses, such as light hackneys and roadsters, but Shires seem to
keep up their price well. There appears to be a constant demand
for heavy draught horses, at good and remunerative prices."
During 1897, exclusive of warships, 591 vessels of 952,486
tons gross — viz., 545 steamers of 924,382 tons, and 46 sailing
vessels of 28,104 tons — have been launched in the United
Kingdom. The warships launched at both Government and
private yards amount to 48, of 95,465 tons displacement. The
total output of the United Kingdom for the year has, therefore,
been 639 vessels of 1,047,951 tons, a decrease of 207,000 tons as
compared with 1896.
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183
This reconl life for a tramway rope is believed to haye been
attained by a special crucible steel rope made by Messrs. George
Craddock and Co. It worked for 90 weeks and two days, or
111,712 cable miles, on tbe Bourke Street line of the Melbourne
Tramway and Omnibus Company. The total length is
18,000 feet, and its circumference 3§ inches.
Abodt 5,086 tons of horseshoes were exported from Norway
in 1896, as against 5,319 tons in 1895, almost the entire quautity
being from Christiania. Great Britain and France, where shoes
are used not only for hoises, but also for donkeys and oxen
employed as beasts of burden, divided almost the whole exporta-
tion between them in about equal quantities.
In the shops of the Russian Locomotive Company in Charkow
the first locomotive has recently been finished, a fact which may
be of some interest, because the said firm is the first of its kind
in Russia that is working almost exclusively with Russian
capital, has been built and is managed by Russian engineers,
and has among its workmen and employes not a single foreigner.
The Company is reported to have got the supply of 488 loco-
motives for the Russian State Railways, to be delivered within
the next six years.
■
A new use for sawdust has been discovered, in that it can
be employed in the manufacture of calcium carbide, the chief
source of acetylene gas, under the process patented by Professor
Wilson, of St. Catherine's, Ontario. By this process, says an
American contemporary, all refuse from saw-mills can be rapidly
converted into carbon. This is powdered and mixed in equal
quantity with limestone, and the mixture then subjected for ten
hours to an electrical current strong enough to boil iron. The
result is calcium carbide. The mass is broken into small lumps,
and in that form is shipped to consumers.
Tub materials required to make a London and North Western
locomotive have recently been totalled up, and the quantities of
each work out as follows : — Coals, 57$ tons ; steel scrap, 28 tons ;
pig iron, 24 tons ; Swedish iron, 6£ tons ; copper, 5 tons ; coke,
44 tons ; spiegel, 2| tons ; cast-iron scrap, 1$ tons ; limestone,
18 cwt. ; tin, 4| cwt. ; manganese iron, 1 cwt. ; red ore, 1 cwt. ;
lead, 83 lbo. ; zinc, 76 lba. ; phosphor bronze, 70 lbs. ; chrome,
30 lbs. ; aluminium, 13 lbs. ; antimony, 4 lbs. Although the
component materials weigh in round figures about 140 tons, the
.finished locomotive only scales about 45 tons.
Sats the Midland Daily Telegraph : — " I learn that the Local
Government Board, being appealed to by the County Council of
Warwick with regard to autocars, reject the idea that they
should be registered and numbered, as this requirement would
have a tendency to seriously interfere with the motor-car
industry. Bravo, L.G.B. A new industry which, owing to its
extreme youth, is essentially timid and shy, does not want
hampering about with all manner of restrictions, or it will
give us the go-by. Autocars are subject to quite sufficient
drawbacks already. There is no need to quite frighten and
liarasg them off the road."
An important step is being taken to establish a service of
motor-cars in the West of Scotland. A Company is being
formed, the object of which is to provide motor-car service and
hiring establishments in Scotland and elsewhere. The Company
have ordered 12 cars as a commencement, and to start them
in regular brake service in such popular watering-places as
Dunoon, Rothesay, Largs, Millport, and other suitable districts.
The cars will each carry about eight persons. It is intended to
establish runs of about four miles each way, the journey being
performed within an hour. The North of Scotland is also
moving in the matter, The Links and Parks Committee of the
Aberdeen Town Council have recently received a letter from
Messrs. Stirling (Limited), Hamilton, offering to provide a
service of motor-cars from the centre of the city to the bathing-
station at the sea-beach, on condition that the Town Council
guaranteed that they would not start any other service for at
least five years. The committee were not prepared to give
such a guarantee, but indicated their willingness to allow the
Company every facility for running cars, and a shed at the
beach for the storage of the vehicles.
CONTINENTAL NOTES.
At the works of M. Thomas 100 vehicles are being constructed.
MM. Tn. Cambism bt Oib. are at present constructing 50 motor-
vehicles.
Thb firm of M. E. Delahaye ha* been converted into a company
under the title of Delahavc et Oic.
Thb Company working the Krieger patents for electrical motor-
vehicles has a capital of 4,000,000 francs.
The Societe des Ateliers Germain hai acquired from Madame
Levossor the patents of the Daimler " Phoenix " motor, and has
commenced operations at Monceau sur Sambre.
In order to l<s-en or avoid the smell given off by automotors
using petrol, M. Ohevalet proposes to affix a kind of scrubber to the
exhaust. According to experiments, considerable success has been
achieved.
In order to avoid the disagreeable smell given off by acetylene
lamps, a writer in La France Automobile recommends placing a few
drops of turpentine essence (essence de tercbenthine) in the lamp ;
this is said to effectually destroy the objectionable odour.
The death is announced from Paris, at the age of 71, of M. Ernest
Bazin, the inventor of the roller boat, which was described in our
columns last May. We predicted failure for this vessel, and our
anticipations were realised. M. Bazin was also the inventor of the
electric submarine lamp, and a number of mining improvements.
Thb Commissioners of the Paris 1890 Exhibition have classed
cycles and automobiles with horse-drawn carriages. An absurd
tning to do, and about ss sensible as olassing an Egyptian chariot
with an express locomotive. Naturally this stupid mistake has
excited intense disgust among automobilisU, who tnreaten to recede
from participating in the Exhibition.
A deputation from the Automobile Club of France has beon
officially invited to attend the heovy motor-vehicle trials to be held
in Liverpool in Moy next, and the whole of the members of the
French Club have also been 'isked to be present at a banquet which
will be giveu at Liverpool, in honour of the visit of the French
automobolisU, by Sir i)avid Salomons and the committee of the
Liv. rpool Centre of the Self- Propelled Traffic Association.
It is said that, a powerful French company has addressed a
simulluncous request to the Governments of France, Belgium, and
Holland tor powers to establish a system of electric traction along
the navigable highways of the three countries, so as to form an
international network extending from the Rhine, through Holland,
and as far as Marseilles through the Eastern departments of France,
making use, for the purpose, of the navigable highways of the three
countries. It is stated that the Banque de P»ris ft des Psvs flas
is interested in the enterprise.
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[FlBBUAKT, 1398.
DOINGS OF PUBLIC COMPANIES.
The Manufacture of Motor-Cars. — In re Bradbury and Co.
(Limited), Oldham. — On the 7th inst., in the I-ancashire Chancery
Court, a petition was made by Mr. Maberly and Mr. Tweedale,
on behalf of Messrs. Bradbury and Co. (Limited), bassinette
manufacturers, Oldham, to hare the articles of association amended
to enable the Company to extend their business to the manufacture
of bicycles, motor-cars, &c. The Vice-Chancellor allowed the
petition.
9
The Electric Metal Working: Syndicate (Limited). — We are
informed that Messrs. Scott, Anderson, and Beit, of Royal Insurance
Buildings, Sheffield, have been appointed sole agents for the Voltex
? recess of electric welding, brazing, &c, for the following counties : —
'orkshire (south of a line through Whitby, Northallerton, and
Richmond to Kirkby Stephen), together with the entire counties
of Lancashire, Nottingham, Derbyshire, Staffordshire, Cheshire,
Worcestershire, and Warwickshire.
A Vast Engineering- Concern. — The United Ordnance and
Engineering Company (Limited) has lately been formed. It is
practically a combination of the Fairfield Shipbuilding Company, of
the Clyde ; Messrs. Easton, Anderson, and Goolden, of Erith ; Chas.
Cammell and Co , of Sheffield ; and Messrs. Schneider et Cie., of
Creusdt j the latter world-renowned firm has lately undertaken the
manufacture of the well-known Canei ordnance. Messrs. Frith, the
well-known steel makers, are also in it. In short, this is probably
one of the most powerful and influential commercial concern ■* in the
country. The Armstrong- Whitworth " combine," as the Americans
would say, comes first', then the Vickers and Maxim firm, and now
the Ordnance and Engineering Company. Each of these firms can
undertake the construction of a first-class battleship, including guns
and armour, without going outside. On the board of the latter
Company we notice the names of Professor Elgar, the designer of the
Cunard " Lucania " and " Campania," Mr. Chas. Cammell, tha
" steel man," and Mr. K. Baynes ; while wealth, at any rate, is
ensured by Mr. McCalmont, the millionaire. Admiral Nioholson, the
late Naval Commander-in-Chief at the Nore, also sits on the board. It
is perfectly well known that one of the by no means least important
influences which have led to the formation of this and other powerful
combinations in mechanical industry has been the necessity of
meeting the modern form of aggressive trades unionism. These
Companies, with their vast resources and influence, could maintain
their positions when, as individual employers, they might be ruined.
That the public believe in such combinations as tending to preserve
industrial peace is shown by their eagerness to become shareholders..
Hastings Cycle and Motor-Car Company.
The shareholders in this Company met at an adjourned meeting
last month. Alderman Glenister, who presided, explained that at
the previous meeting a committee of inquiry wns appointed to look
into the state of the Company, and the first business of that meeting
was to receive their report.
Mr. St. John said that the investigations were not quite complete.
A firm of valuers had been engaged to carry out an independent
valuation which had not yet been completed, and until it was finished
it was impossible to make a report. He moved that the meeting
stind adjourned for 14 days.
The extremely vague report of the Company's " consulting
engineers" can hardly inspire confidence.
. London Electrical Cab Company.
On January 25th an issue was announced by the London Electrical
Cab Company (Limited) of the balance of 86,388 £1 shares at
a premium of 2*. firf. per share. Of the total share capital of
£150,000, 63,612 shares have already been issued, and the prospectus
states that, by arrangement with the vendors, the proceeds of two-
thirds of the shares already issued werj retained for working capital,
and the balance of one-third only was paid to the vendors on account
of the agreed purchase price, namely £50,000. The proceeds of
this issue are to be similarly dealt with, so that the working capital
will continue to be two-tbirds of the total share capital issued. The
Company was formed in November, 1896. and it is stated that
although the outlay up to date includes the cost of altering and
adapting the buildings in Juxon Street, Lambeth ; fitting up the
same with electrical plant, machinery, &e. ; also all preliminary
expenses and the cost of the cabs now on the streets, and parts of
further cabs, the Company still have at their bankers nearly halt
the working capital received. It is pointed out that a much larger
number of cabs might have been placed upon the streets within the
same period, but in the interests of the Company it was decided to
first practically test a smaller number, and that it is with the object
of still further increasing the number of the Company's vehicles that
this issue is made.
We think it would bare been only fair to the shareholders to have
given some of the working figures of the last few months, together
with a report showing how the accumulators and the Lundell motor
have stood the strain required of them.
A Great Horseless Carriage Problem.
The nominal market value of Great Horseless Carriage Company's
£10 shares is at present 2*. 6d. Under the reconstruction scheme
now going on this 2*. 6d. will therefore secure : —
Six Motor Manufacturing Company's £1 shares, 17*. paid ;
Four British Motor Syndicate Preferred £1 shares, 17*. paid ; and
£1 British Motor Syndicate Debenture.
Find the real value of each class of security -save the mark —
taking into consideration the liability of 30*. accompanying the half-
crown investment.
New Issue.
The Electric and General Investment Company (Limited) offered
on February 8th for subscription, on behalf of the British Electric
Traction Company (Limited), 10,000 six per cent, cumulative pre-
ference shares of £10 each of the latter Company at £12 10*. per
share. The British Electric Traction Company was formed in 1896
to acquire the business of the British Electric Traction (Pioneer)
Company, and to develop electric traction in the United Kingdom
and elsewhere, and is now engaged in furthering its objects in con-
nection with a number of tramways and light railways in various
parts of the kingdom. The authorised capital of the Company is
£600,000, divided into 30,000 preference and 30,000 ordinary shares
of £10 each. The whole of the ordinary shares have been subscribed
and paid up in full, and the present is the first issue of preference
shares.
New Companies Registered.
[Under this heading we give a full list of new Companies regis-
tered which take power to make, deal, or become interested in
any manner in automotor vehioles.]
Capital.
Abel Morrall, Ld. (Studley and Redditch) £50,000
Austen's Patent Wheel-Making Machine, Ld 75,000
Brayton Oil- Motor Co., Ld 100,000
Co-operative Cycle Manufacturing Co., Ld. . . . . . . 10,000
Cycles, Ld 10,000
Delacroix Motor Syndicate, Ld 60,000
Edward Preston and Sons, Ld. (21, Whittall Street,
Birmingham) 50,000
Endurance Motor Co., Ld. (18, Hertford Street, Coventry) 1,000
Hoffmann Manufacturing Co., Ld 100,000
Home and Colonial Cycle Supply Co., Ld. . . . . . . 5,000
Langdon Davies Electric-Motor Co., Ld 70,000
Madeloie Motor-Carriage Co., Ld. (Scotch Co.) . . . . 25,000
Maxim Autocar Syndicate, Ld. .. .. .. .. 5,000
Motor-Carriage Supply Co., Ld 12,000
Motor Manufacturing Co., Ld. 300,000
New Raleigh Cycle Co. (Spain), Ld 100,000
New Rock Cycle Manufacturing Co., Ld. (Sheffield) . . 10,000
Northern Counties Electric and Motor Co., Ld 10,000
Pneumatic Hub Syndicate, Ld. (Scotch Co.) . . . . 12,000
Saxton and Davies, Ld. 10,000
Spted Indicator Co., Ld 10,000
Wolverhampton Tyre Syndicate, Ld. 1,000
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Fbbrcabt, isoa] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
185
CORRESPONDENCE.
•## We do not hold ourselves responsible for opinions expressed by
our Correspondents.
•#* The name and address of the writer {not necessarily for publica-
tion) must in all cases accompany letters intended for insertion
or containing queries.
ELECTRICAL ROAD TRACTION.
To the Editor of Thb Axttomotoe and Horsblbss Vehicle
Journal.
Sib, — The electrical cab appears to be a complete success, and
very great credit is due to Mr. Bersey and others, but the fact must
not be overlooked that circumstances have been favourable to it.
They have mainly been tried on the smooth thoroughfares of London,
and there has been no snow to contend with. On country roads,
which often vary from bad to worse, and where ultimately an
enormous development in electrical traction will take place, the
jolting and straining of machinery and serious waste of tractive
power caused by road inequalities and obstacles will have to be
considered ; and what is now to the motor-car enthusiast com-
paratively trivial, will be of financial importance when our great
road traction companies are formed. To overcome those difficulties
no springs can ever compete with large pneumatic tyres, or with
pneumatic wheels. The pneumatic tyres hitherto tried for heavy
motor-cars have had too restricted an air space, and also required
a dangerously high air pressure, which nullified their power of
absorbing road obstacles. No doubt, if they are made very large
they may appear ugly at first, but the public soon grow accustomed
to novelty in form ; the appearance of the pneumatic cycle tyre was
against it when it was first introduced, but now a cycle looks strange
without one. With respect to pneumatic wheols, Mr. Radcliffe
Ward and other electrical engineers havo proved that, as now made,
they can carry the heaviest weights at the same air-pressure as an
ordinary cycle tyre. — Yours truly, " Pbogbess."
January 22nd, 1898.
[We are obliged for the sensible remarks contained in the above
letter. We must point out, however, that the London electrical
cabs are not designed for other than very good roids. So far they
are very efficient. For ordinary roads, under such conditions as
mentioned by our correspondent, they would hardly answer, ai the
power would soon exhaust the storage. As regards tyres of the
pneumatic type, these are, after all, but an indifferent contrivance.
Much can be done in perfecting spring suspension. — Ed.]
INQUIRY FOR STEAM TRACTOR.
To the Editor of Thb Automotob and Hobsbless Vbhiclb
Journal.
Sib, — I would be very glad if you could inform me where to buy
a horseless motor to drive a small tramcar a distance of 11 miles
daily. It may be by electricity, oil, or gas. The car is to carry
10 passengers. Thcrj is on the line a gradient of li per cent.
Please send the prices and catalogues of the motor for 1, 2, 3, and
4 H.P.— I remain, yours truly, O. Cavoub,
Resident Engineer of the Leopoldina Railway.
[Makers of motors will no doubt notice the above. — Ed.]
INSTRUCTION IN DRIVING STEAM TRACTORS.
To the Editor of Thb Automotob and Horseless Vbhiclb
Joubnal.
Sib. — Having been a reader of your Journal from No. 1, and
being interested in road locomotion, I should like to learn to drive
a steam motor wagon, such as the one illustrated in the December
number of your Joubnal, or any similar one. Could you kindly tell
me how I could learn ? I am at present steering traction engine.
Wishing your paper and efforts every success, — I am, yours
faithfully, E. J. Waltkb.
Corton Denbam, Sherborne, Dorset.
fWe would suggest that you place yourself in communication
with makers of steam tractors, and offer your services j there is really
little to learn.— Ed.]
THE PRICE OF THE DAIMLER MOTOR.
To the Editor of Thb Automotob and Horseless Vehicle
Joubnal.
Sib, — I shall be obliged if you will give me the names and
addresses of dificrent concerns who use the Daimler motors in their
auto-cars. I am contemplating buying a car, and am of opinion that
the Daimler are most practicable ; and the only question is, who can
supply it cheapest, as the price, as far as my experience teaches me,
is their chief drawback. Your attention in correspondents' column,
or by post, will oblige,— Yours truly, Edoar Wriqhtson.
The Nine Elms, Hinckley, Birmingham.
January 5th, 1898.
[ We really havo no such information at our disposal. We should
say that if the Daimler Company's prioe is too high, it is hardly
likely that the price asked by their licensees would be lower. — Ed.]
PHOTOGRAPHS AND PICTURES OF AUTOMOTOR
VEHICLES.
A Monsieur le Sedacteur Automotob and Houseless Vbhiclb
Joubnal.
Monsieur,— Je suis charge par le Comity de 1' Automobile Club
de France do reunir les photographies et gravures de toutes les
voitures automobiles.
Cette collection remontera aux modeles les plus anciens et sera
continueo au fur et a mesure des perfectionnements de cette
industrie.
Je viens done vous prier de bien vouloir contribuer a enrichir ces
intoressantes recherches, en me faisant parrenir une ou plusieurs
photographies ou gravures non collees de chaquetypede ces voitures,
format 13 x 18 uu moins, papier plaline' de preference, en mettant
au dos votre nom, l'annee de la construction et la force du moteur.
Ces documents seront classfis par annee et colics dans des albums
deposes a la bibliotheque de l'Automobile Club. Certains modeles
anciens et particulierement curieux pourront etra enoadres, mais
pour le moment je ne m'occuperai qua des albums.
J'espere, monsieur, que nous aurons le plaisir de receroir voire
collection.
Je vous serai reoonnaissant de me faire savoir le plus tot possible
si je puis compter sur ces precieux documents que vous pourrez me
faire parvenir a mon domicile, 7, Rue de Greffulhe ou au Cercle.
Si vous possfiiez en outre des photugraphies representant lea
voitures a l'arrivee des courses, les reunions de Meulan ou d'autres
beaux instantanes rappelant des souvenirs d'automobilisme, ils seront
egalement les bienvenus.
En attendant, veuillez agreer, monsieur, l'assurance de mes senti-
ments distingues.
Raoul Lemoinb, Artiste-Lithographe.
Automobile Club de France,
4, Place de l'Opera, Paris.
[We have pleasure in publishing the above request, and make no
doubt that those of our readers who have photographs, &c., of
automotor vehicles will send them to M. Lemoine— at least, we hope
they will, as such a collection as suggested would be of very great
value and interest. — Ed.]
Steam Automobile Fire-Engines. — Hull is apparently the first
city in Great Britain to recognise the need of automobile fire-engines.
This is not due to any municipal enterprise but to the foresight of the
North Eastern Railway Company, which has very extensive premises
at Hull, and, as the latter is a great timber port, the need tor very
efficient means of fire extinction is very plain. The new engine,
which has already* satisfactorily emerged from a series of severe tests,
has been made at the North Eastern Railway Company's works at York
and will form one of tho fire-engines which the Company have at Hull,
and there is no doubt that others will soon be built. The engine can
travel 15 miles au hour, has been brought to a dead stop half-way
down a steep hill, and has been inauoeuvred with the greatest ease
within the limits of a 50-feet turntable.
All interested in automotors should joiu the Self-Propelled Traffic
Association. Prospectus and full particulars can be obtained of
Mr. Andrew W. Barr, Secretary, No. 30, Moorgate Street, London,
E.C.--(Advt.)
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL. {TnnvxnY, 1898.
AUTOMOBILE CLUB OF QREAT BRITAIN.
A Gbnebal Meeting of members was held at the Club-house,
4, Whitehall Court, London, S.W., on Wednesday, February 9th.
The meeting was largely attended, and was presided over by Mr.
Roger W. Wallace, Q.C., Chairman of the Committee.
The acoounts to December 31st last and the budget for the current
year having been approved and pasted and the revised rules having
been adopted, it was announced that there remained only a limited
number of vacancies in the roll of founder members, and that as soon
as this had been filled it was proposed to impose an entrance fee
and to increase the subscription.
Immediately after the termination of the meeting, the first house
dinner took place in the Club dining-room. The dinner was attended
by upwards of 100 members and guests, and was presided over by the
Bight Hon. Lord Suffield, K.C.B., a member.
The following members and guests were present : — The Right
Hon. tho Earl of Galloway, K.T., the Right Hon. the Lord
Justice Clerk of Scotland (Lord Kingsburgh, C.B.), Mr. Roger
Wallace. Q.C., Mr. Frederick R. Simms, Messrs. John Allen,
A. Fairlie Allingham, Captain Ironside Bax, Messrs. W. Worby
Beauracnt, M.I.C.E., M.I.M.E., Mr. G. H. Little, C.E., Thomas
J. Bennett, Walter C. Bersey. Alfred F. Bird, A. J. Boult,
Frank Briggs, E. H. G. Brewster, Hugh Campbell, Herbert C.
Capel, T. Clarkson, Charles Cordingley, Captain A. B. Cunningham,
Messrs. John Freeman Dyson, Jesse Ellis, H. J. Gully, H. Hewetson,
W. W. Hodges, William Bell Ingram, Ernest M. C. Instone, Maurice
Jenks, Claude Johnson, F. Shaw Kennedy, J. Henry Knight, S.
Howard Lane, Dr. W. W. Leadam, M.D., Mr. A. Ledger, Colonel
J. W. Lee, Messrs. Wm. J. Leonard, Jas. W. McManus, J. Melling,
C. Harrington Moore, A. F. Mulliner, A. C. Newstead, C. Oppermann,
J. W. Parr, B.A., A.I.E.E., G. Foster Pedley, Thos. John Perrett,
James Dennis Roots, Captain George D. Sampson, J.P., Messrs. J.
Lyons Sampson, Oscar SchOlzig. Dr. C. E. Shelley, M.A., M.D.,
M.R.O.P., Messrs. A. O. Stopes, Henry H. J. Sturiney, Theodore F. S.
Tmne, Cecil F. Twist, E. Townsend, Theo. Vasmer, A. J. Walter,
A. J. White, C. Grahame White, W. H. Willcox.
The toasts of " Her Majesty the Queen " and " Their Royal
Highnesses the Prince and Princess of Wales and the Royal Family "
having been proposed by Lord Suffield and honoured, the Right
Hon. the Lord Justice Clerk of Scotland proposed the toast of " The
Automobile Club of Great Britain." His Lordship referred to the
backwardness with which new ideas have always been received by
British people, and, as examples, recalled how the people of Sheffield
had done their best to keep railways from running through or
near their town ; how the original inventor of the electric telegraph
was implored by his family to give up so quixotic an idea; and how
the prejudice against telephones still existed. Lord Kingsburgh
pointed out that for this reason it could not be expected that motor-
vehicles would come into general favour at a bound, bdt he avowed
that he was certain the huge advantages of the movement would,
in time, tell on the natural conservatism of the nation, and that
this system of locomotion would become generally adopted for certain
purposes. For these reasons his Lordship had every belief in, and
wished for, the prosperity of the Club. The toast having been
received, Mr. Eoger Wallace, Q.C., whose name was coupled with
it, replied shortly, ns it wa= his intention to open the discussion
which it had been arransed should follow the dinner.
Mr. Wallacb proposed the health of Lord Suffield, and a vote of
thanks was passed, with acclamation, to his Lordship for acting as
chairman. Lord Suffield having replied, the company adjourned to
the reception room of the Club, where the discussion on " The Best
Means of Promoting the Utility of the Automobile Club " was opened
by Mr. Wallace and by Lord Galloway.
Mr. J. Dbknis Roots then read the following paper-.—
One of the first things that impresses itself upon an intending
purchaeer of a motor-vehicle and which is at present one of the chief
hindrances to the rapid extension of automobilisin, is the delay arising
from difficulties in the way of the manufacture. The manufacturer
of a motor-vehicle has to male practically every part of the vehicle
himself; there is hardly any part, however small, except the body
and the springs and wooden wheels, if these be used, that he can
purchase in this country to save time in manufacture. If steel
suspension -wheels of the cycle type are specified, even these he must
either make himself or have made specially. In ordinary carriage-
building, the builder make9 the body and generally purchases the
axles of one firm, the wheels of another, and knows where to purchase
all the various parts he may require, whether ironmongery or other-
wise. In building an ordinary carriage it must be remembered the
chief portion is the body ; in building a motor-vehicle the body U a
very minor part. Given the motor, frame, and wheels, you may fix.
upon it almost any kind of body you wish. If anyone should wish to
make a bicycle, again, he can purchase every part of the machine
wholesale and fit his bicycle together himself. The motor-vehicle
builder, however, has not only to design every part of the vehicle
himself but to make practically every part himself, with those
exceptions stated, even to the necessary ball-bearings. Until a week
or two ago, when a firm in Birmingham commenced to make the
Ackerman jointed axle, this had to be either obtained in Paris or you
must make it yourself.
Now I would submit that the Club might make it known to Bir-
mingham firms, for instance, that various parte, such as large ball-
bearings, steering and controlling levers, plated or otherwise, balance-
gear, rubber-tyred wheels of the cyele type, and other small parts
that are used" and usable on almost all cars, might be made with
advantage to both purchaser and manufacturer. I know it will be
urged that this is one of those things that is entirely a question of
supply and demand, and this is true up to a certain point, but there
is no doubt a real demand now, yet no English firm manufactures
them to my knowledge. Facilities of manufacture will be_ the
greatest aid to the industry, will reduce the present comparatively
high price of the vehicle, and generally extend automobilism. Repre-
sentations backed by the weight which such an enlightened body as
the Automobile Club confers might be made to a few likely manufac-
turers. I feel sure that some firms would be convinced of the
advisability of being first in the field in what is going to be such an
extensive industry.
I hope I am not looking at the subject too. much from tbe manu-
facturer's point of view, but I would submit that whatever is for the
benefit of the manufacturer is also indirectly to the advantage of the
public and the purchasers of motor-vehicles. Conducting experi-
ments for the determining of data relative to petrocars and motor-
cars apoears to me to be an advisable extension of the usefulness
of the Automobile Club. One of the first points upon which definite
information is required by the engineer is the necessary tractive
for e in pounds required per I ton and per ton of gross weight,
for I do not think that the latter would be just double the other.
This should be ascertained for iron tyres, for solid rubber, and for
pneumatics. Also the tractive force for different kinds of roads,
ordinary macadam, country road and London macadam road, for
these are not, I am sure, the same thing ; the tractive force for the
ordinary London macadam would be much higher. I am, of course,
not speaking of newly-laid macadam. Then, again, the tractive
force for i ton and for every additional i ton up to 3 tons should
be determined for gradients commencing from 1 in 20 up to 1 in 7.
Definite data on these points would be very valuable. There is a
good deal of oonjecture about them. During the discussion on a
paper recently read before the Institute of Electrical Engineers,
opinions varied as to the tractive force required per ton on the level,
between 35 and 65 lbs. Of course the amount would vary for
different surfaces.
There are various points which will occur to everyone upon which
an authoritative statement would be very useful. Some very wild
statements have occasionally been made as to tho H P. necessary
for petrocars and other motor-vehicles, but the H.P. is, within
certain limits, calculable from the tractive force. Local authorities
or surveyors might be requested to give the Club information as to
the gradients of the steep hills in their neighbourhood.
Perhaps a few comments on the Local Government Board regula-
tions would not be out of place, as such a body as our Club ought to
be in a position to tender suggestions when they are up for revision,
as they sooner or later inevitably must be. Admirable as some
of these regulations are, there can be no doubt they were made in
the dark, when hardly anv one in this country, including the framers,
had any knowledge of the subject. I will call attention briefly to
two points in the regc lations. It is provided that if the weight of
a light locomotive exceeds 15 cwt. it shall have a tyre of 2J inches
wide. Now, in all probability, whether the vehicle be driven by
steam or the explosions of ben/.oline spirit or of kerosine oil, if the
vehicle weighs 15 cwt. then it will not carry much more than 15 cwt.
That is U tons total. I have measured the tyres of many vans in
London which regularly carry a total of 3 tons, and the tyres are
only 2 inches wide. The London omnibus, which weighs S3 cwt.
and carries a load of about 2 tons, has a tyre of only 2i inches for
the back wheels and 2 inches wide for front wheels. The incon-
venience of this regulation has been impressed upon me recently
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very strongly, aa in designing a kerosine oil motor-van, I bare had to
add a wholly needless cwt. to the weight of the ran in superfluous
width of tyre. My other point — the limit of speed to six miles an
hour in any city, town, or village is needlessly hampering, and an
almost impossible regulation.
.Finally, I would with all deference submit to our Managing
Committee that it is seriously restricting the usefulness of the Cluo
in closing it at those times when the busy man is most likely to use
>t — in the evening. And even the man of leisure is not unlikely to
desire to use the Club in the evening at those very times when he will
find it closed.
Dr. Shelley, of Hertford, commented on the mixture of derivation
in many words connected with self-propelled vehicles.
Mr. Arthur Walter suggested that amongst the means of pro-
moting the utility of the Club might be included the following: —
(1) That the Club should collect and display pictures and photo-
graphs of the various forms of carriages supplied by different manu-
facturers, together with price lists and information as to how long
after the receipt of an order the manufacturer could deliver a
carriage; (2) That the Club should obtain and place at the disposal
of members maps on which should be indicated the various gradients
on the chief roads, notes as to the state of repair of the roads, 4c, in
order that owners of motor-vehicles might know which roads they
might safely travel on and which to avoid ; (3) That the Club should
continue in the attempt recently inaugurated by it to form the
register of competent motor-carriage drivers.
Mr. W. Beaumont said that the subje t of discussion was the
best means of promoting the utility of the Automobile Club. It
was hoped that the Club would be recognised as the representative
of the great industry in automobile construction and use, which
without doubt we were now entering upon. It was desirous that
the requirements of automobile employment should in the future be
represented by a powerful association, and not, as hitherto, by
individuals, whose efforts towards obtaining redress or facilities must
remain futile, or nearly so, even though individuals were sometimes
influential men. We were entering upon an industry which will
again draw attention to the importance of perfection of the many
thousands of miles of common roads used in the United Kingdom
by about 1,500,000 draught horses, and by those who employ over
500,000 licensed vehicles. In the early part of this century the
pressing need for improved communication between the great of ntres
in this country had resulted in the employment of engineers to make
a few really good roads, good as compared with any previously
existing. The birth and rapid extension of railways made further
attention to these main roads of communication for the time less
necessary, the relief by railways being so great that for generations
the work of distribution of merchandise was eaBilv within the power
of the means of the old system of transport. The time had now
arrived, however, when the enormous growth of inland traffic with
the growth of population and manufactures between the railway
stations and destinations had once more directed attention to
the vast importance of improvement in our common high-roads.
The improvement necessary could not be brought about by isolated
action, and combined action on this matter should be one of the
functions of the Automobile Club, for it could be easily shown that
nearly £4,000,000 sterling could be saved per year by road improve-
ments which could be readily planned and carried out by engineers
with the means and materials at their command to-day. Just as the
time had arrived only a generation or so ago, when turnpike tolls
were displaced and the road repairs paid for by means of rate*, so
will it be sqen in the future that a penny of additional rates for road
works will return to the ratepayers manifold that penny. Some of
the old vexatious and senseless obstruction by opposition to motor-
vehicles on common roads still exists ; but we have to thank a few
of our legislators and a few of the Local Government Board for the
difference in the legal position of mechanical road-vebicles now and
in the times previous to November 14th, 1896. By men ignorant of
the importance and of the possibilities of mechanical road transport,
engineers and freighters and the unprejudiced public have been
treated as children whose actions must be under governess super-
vision, and the restrictive regulations under the old Lot'oiriotives
on Highways Acts have their reflection even now in the new
regulations under the 1896 Act. Engineers an! the users of
mechanical road-vehicles are told now what they shall or shall
not do with regard to the proportion of parts of motor-vehicles.
The folly of these attempts to teach constructors and users as
to what is best mechanically or for the roads has Men so well
shown by the action of the old Locomotive Acts that it is
time that auoh attempts at coercion by restriction should oease.
As an illustration of this interference in technical details, the
destructive barred- wheels of traction-engines was mentioned, the
use of which was continued for years after the comparatively harm-
less wood-shod wheels had been in use in two or three towns to the
advantage of everybody, but against rules. It was only recently
that the Local Government Board removed this regulation. Repeated
representations had been made on this and other subjects but without
avail, but under the new Act, and the more enlightened policy of
it, and of the Local Government Board, it may be hoped that by the
aid of the Automobile Club tho removal of restrictions useless and
harmful may be more quickly effected. Further, the Automobile
Club, through its members in different parts of the country, should
be able to represent to the different local authorities the requirements
of the whole motor-vehicle constituency, it should collect information
to be dealt with at headquarters as to facilities desired and road
improvements necessary, and it should record the doings of those
favourable to automobile progress and of those who by blind prejudice,
or by abuse of official position, would make progress impossible. By
these and various other means, the Automobile Club should be able
to represent throughout the country the requirements of mechanical
rood transport, and thereby represent tho interests of the vast
majority against the misguided prejudices of a very small turbulent
minority. The interests of the users, direct and indirect, of the
automobile were, in the matters of road improvements, equally those
of the horse-owner and of the cyclist, and just as the cycle can now,
through its organisations, speak with authority, if not with command,
so must all the automobile world be able to show that progress in
mechanical transport on roads means national progress in transport
economy, and that when it makes a request on its behalf, that
request must be listened to as a requirement. These, Mr. Beaumont
said, were some of the subjects with which the Club should concern
itself, and it was in connection with these that every member could
take his part in promoting its utility. With reference to mechanical
details of construction of motor-vehicles he would not then speak, as
it was the broader question that was under consideration.
Mr. Henry Stubmey suggested that the Club should— (1)
Endeavour to facilitate foreign travel in motor-vehicles by obtaining
from foreign governments permission for motor-vehicles to be
admitted into their respective countries free of duty, say, for
instance, on the same terms as apply to cycles in certain European
countries. (2) That the Club should keep an eye on any attempts
at legislation which would be deterrent to the advancement of
automobilism. (3) With reference to Mr. Walter's suggestion as
to maps, the Club should endeavour to obtain a map somewhat
similar to that furnished by the Cyclists' Touring Club, but on
which the gradients which are in excess of, say, 1 in 9, should be
more definitely indicated than in the Cyclists' Touring Club map.
The Lord Jubticb Clekk of Scotland laid stress on the fact
that the shape of autocars might be very much improved. Tho
rectangular front should be avoided, and preference given, for
instance, to a front similar to the bow of a boat, so that in event
of collision there would be a better chance of fending off the person
or obstacle collided with.
Mr. Thomas Clakkson suggested that the Club discussions
might be under two heads : — (1) General, in which members not
specially employed in the design or manufacture of autocars might
take part ; (2) technical discussions of purely scientific and com-
mercial interest. He further suggested that steps should be taken
to move the Local Government Board to alter the rule which
restricts the width of motor-vehicles to 6 feet 6 inches.
Mr. Fettbr mado a very amusing speech in which he expressed
the hope that the Club would have the effect of removing the prejudice
of ladies against autocars and their drivers, since that prejudice was
a matter of great pain and concern to himself.
Mr. Alfred Bird suggested that the Club might assist members
who might suffer from unjust prosecutions in connection with the
use of autocars. He further suggested that the Club should institute
a competition for designs in the bodies of autocars.
Mr. Rogbr Wallacb stated that he was intimately acquainted '
with a well-known artist, and that he would ask him to suggest a new
form for the motor-carrioge.
Mr. Harrington Moorb, the hon. secretary, called special
attention to the circular which had recently been issued to members '
asking them to afford information, concerning their own locality and
any locality they might visit, on the following points: — (1) Accom-
modation for motor-carriages and cycles ; (2) stores at which petrol
and suitable oils may be purchased ; (3) elcctrio charging stations ;
(4) firms who undertake the repair of motor-vehicles ; (5) competent
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THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
■ [FBPBUiKT, 1898.
motor-drivers. Mr. Moore stated that as some 60 to 70 motor-
vehicles are owned by members of this Club, the Club as a body is in
an exceptionally good position to obtain this information ; and that
both in these matters and in the general success of the Club the
enthusiastic co-operation of members would mean success. Mr.
Moore suggested tho formation of a technical committee.
Lord Suffisld summed up the general results of the discussion,
and announced that the second house dinner would take place on
Monday, March 7th, on which occasion a discussion on " The Bearing
of Past Invention on Future Motor-Car Designs," will be opened by
Mr. Worby Beaumont.
Mr. Bookb Wallace announced that it was the intention of the
Committee to arrange for lectures to be given, for papers to be read,
and to further the social intercourse of members by means of ladies'
concerts, smoking concerts, Ac.
THE POST OFFICE AND THE MAILS.
We understand that the contract entered into between Messrs. Julius
Harvey and Co. and the G.P.O. has been extended. The postal
authorities are more than satisfied with the perf oimance of the " Lifu "
van, which has effected what amounts to a mental revolution. When
it was first tried it had to run the gauntlet of that very large but not
very distinguished army of critics who oppose changes of every kind,
and who speak of automobilism as " being in its infancy." Thanks,
however, to the excellent performance of the " Lifu " von, even the most
hostile opponents have had to admit that " there is something in it."
We may remind our readers that this van commenced to carry Her
Majesty's mails on December 16th last, leaving Mount Pleasant Post
Office at 10.30 p.m. and was due at Bedhillat 1.42 a.m., and returning
to the former office at 4.45 am. As a matter of fact, the " Lifu "
van has averaged 25 minutes less time than the horse van. What
this means to the public is that it will enable the Post Office to make
another delivery in that district with but little extra coat. It is in
this connection that the advantage is so great. A good automotor
vehicle is practically, on good roads and at night-time, au express
train, and can be run at a cost of but a few shillings per journey. In
this way sparsely-populated districts can be served just as well as
larpe towns. The horse-drawn mail cart is, on the other hand,
strictly limited as regards performance, or, in other words, has a very
small radius of action, and once it is necessary to have relays of horses
the cost of running becomes enormous. The steam or petrol car
carries its own energy, and can obtain further supplies at nearly
every village.
The Post Office authorities quite appreciate the superior advantages
of a good automobile and are encouraging the movement in every
way. They have now on trial an electrical mail-van built by the
Electrical Cab Company, but the motor mechanism differs in one or
two essential details from that used by the makers on the electric
cabs. It has been found desirable to icplace the tour-pole type
Johncon-Lundell motor by one of the two-pole iron-clad pattern,
in which the field winding surrounds the armature. This type
of motor has proved more efficient than the former. There are
two armature windings, two commutators, and two series field
windings on each motor. The brushes are of carbon, fed end-on to
tbe commutator by a simple flat spring. The capacity of the motor is
about 31 H.P., and the mean working current about 30 amperes. On
tbe armature spindle is a raw -hide pinion having 20 teeth, which gears
into tbe central wheel of tbe differential gear, this wheel being provided
with 62 teeth. To provide for the different speeds of the driving-
wheels in turning curves, the counter-shaft is in two halves, each half
being driven by the differential gear similar to that employed on the
cabs. The other important change is the employment of a driving-
chain of the ordinary bicycle pattern in place of the laminated sprocket-
chain hitherto used. The cells used are of the E.P.8. Faure-King
type, specially made for this purpose. Each coll is 6} inches square
in plan, and 10 inches high, and contains 11 plates, which have a
capacity of 172 ampere hours at a discharge rate of 34 amperes.
Forty such cells are used, always in series, giving a pressure of about
80 volts. The cells are carried in a single tray, which is slung under
the bottom of the van by four suspension links, supported lrom the
body of the van by helical springs under compression. The total
weight of the battery is about 13 cwt. The load carried sometimes
amounts to 1 ton, and the maximum speed at which the mechanism
is intended to drive the van is between 10 and 11 miles an hour.
It will thus be seen that automobilism is making steady progress ;
designs are being improved upon, and one of the great State depart-
ments is directly encouraging it. We cordially congratulate our
friends the "Lifu" Company, Messrs. Julius Harvey and Co., and
the Electrical Cab Company. We also offer our thanks to Mr. Preece,
C.B., the eDgineer-in-chief of the G.P.O , for the interest and
encouragement he has and is giving to the automobile industry.
«MMMMMMMMMMnM<WVMW
PAPERS ON AUTOMOBILISM.
On February 7th Mr. Henry Cave read a paper on "Motor- Cars"
before the Castle-gate Literary Society. Mr. W. Flint presided.
The paper was illustrated by about 70 limelight views, which were
kindly lent for the occasion by Mr. J. H. Knight, of Farnham. Tho
lecture was highly appreciated by the audience, and a hearty vote of
thanks was given to the lecturer for his services.
On the same date Mr. T. B. Murray, Glasgow, lectured to the
members of the East of Scotland Engineering Association on
" Electric Motor-Carriages." The lecturer, in his opening remarks,
stated that to Edinburgh belonged the distinction of having produced
the first electric carriage, which was built by a Mr. Davidson about
the year 1842. Mr. Murray then explained how restrictive legisla-
tion had prevented progress being made in this country in what
must soon be a large and important industry. Having discussed in
detail the various parts of the electric carriage, and also the carriage
as a whole, Mr. Murray explained the advantages of the Johnston-
Murray patent motor for this class of work. At the conclusion of
his paper the lecturer showed a series of limelight views, depicting a
few historical vehicles and the latest types of American, French,
and English electrical road carriages, perhaps the most interesting
being specimens of tbe London Electric Cab Company's vehicles,
which have been plying for hire in the metropolis for tbe last six
months.
BRICK ROADWAYS.
In a paper read by Mr. J. Eayrs, M.I.C.E., at the annual meeting
of the Municipal and County Engineers, on brick paving for carriage-
ways, a system which has become popular in the American cities, " the
cost of brick paving must," said Mr. Eayrs, " necessarily depend to a
great extent upon the locality in which it is laid and the facility for
obtaining the materials, and American figures would be very little
guide to English engineers in carrying out similur works. It can,
however, easily be compared with wood paving by substituting
English bricks for foreign timber. The opinion of American
engineers who hare had experience in brick-paved roads has been
ascertained as to the probable life of the paving ; and whilst this
necessarily depends very much on the situation, nature, and amount
of traffic, climatic and other conditions, those engineers who have
had the longest experience and the greatest length of roads under
their control are of opinion that 15 to 20 years is the life of the
pavement under ordinary conditions. Tbe lowest estimate given was
five years, whilst several have stated 50 years. It must not be
forgotten, however, that the climatic conditions iu America are much
more severe than in this country. Engineers are practically agreed
that brick paving for carriage-ways is growing rapidly in public
favour, some towns using no other kind, and one city is about to
take up 3} miles of cedar block paving to replace with brick. It is
claimed that neither granite, asphalte. nor wood can offer so many
advantages as vitrified brick as a paving matciial, and that, if
properly laid, it is as noiseless as any other kind of pavement; tbe
surface is smooth without being slippery ; it offers a minimum
amount of resistan e to the passage of traffic, and inflicts a minimum
amount of wear and tear on horses and vehicles; it is practically
impervious, and therefore perfectly sanitary ; it is easily cleansed,
and requires less scavenging than any other paving ; it can be
washed without injury or becoming slippery when wet ; is readily
taken up and rclaid ; reasonable in first cost and maintenance ; and
has a life which compares favourably with other materials, such as
usphalte, wood, Ae."
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February, 189S.] THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
189
President Sir David Salomons, Bart.
Secretary Andrew W. Babr, E»q.
President of the Liverpool Centre The Earl op Derby, K.Gk,
G.C.B.
Bon. Local Secretary . . . . E. Shrapnbll Smith, Esq.
Semi- Official Journal of the\ The Automotob and Horse-
Attociation J lbss Vbhiclb Journal.
SELF-PROPELLED TRAFFIC
(INCORPORATED).
ASSOCIATION
The adjourned General Meeting of the Self-Propelled Traffic
Association (Incorporated) was held at the Cannon Street
Hotel, on January 20th, 1898. The President (Sir David
Salomons, Bart.), occupied the chair, and amongst others
present were Messrs. E. Macrory, Q.C., Boverton Redwood,
G. J. Jacobs (Guildford), J. H. Knight (Farnham), E. Shrapnell
Smith (Liverpool), Thomas Clarke, C. H. Dale (Leicester),
W. Hancock, Alexander Henderson (Glasgow), J. T. Hopwood,
E. Townsend, Andrew W. Barr, Secretary.
The Report of the Council and the Accounts and Balance
Sheet for the year ending December 31st, 1896, were submitted
and unanimously adopted.
Mr. H. P. Boulnois and Mr. E. Macrory, Q.C., were unani-
mously elected members of Council.
Mr. A. R. King Farlow, C.A., was re-elected Auditor.
LIVERPOOL CENTRE.
Owiko to several matters in connection with the May trials
being still under consideration the official announcements are
postponed till next mouth.
Programme for 1898.
February 22 . . " An Account of our Trials and Experiments, with
the Conclusions drawn therefrom." Mr. D. H.
Simpson and Mr. W. L. Bodman, Joint Authors.
March 16 .. "Steel Springs." Mr. Joseph Bedford (Sheffield).
March 29 .. Paper: "Recent Improvements in Accumulators
and in their Application to Traction on Common
Roads." Mr. J. T. Niblbtt.
April 19 .. Paper :" Arrangements for the May Trials." The
Honorary Sbcretaky.
May 24-27 .. Trials of Motor Vehicles for Heavy Traffic.
Some Points in the Design of Automobile Vehicles
intended for Heavy Traffic*
Part I (Introductory).
One of the most important wants of the country is a good system, or
systems, of cheap internal transport. We constantly have this
remarkable fact before us — tint produce grown in the uttermost parts
of the world is brought to our ports at charges for freight very much
less than the cost of carrying the same goods by rail from one town
to another but a few score of miles apart. The reason is, that
hitherto we have hardly recognised the importance and necessity of
a system of cheap internal transport, such as could be used with
advantage by the humblest producer. We have neglected our '
natural means of intercommunication while, as regards artificial
means, railways alone have occupied our attention, to the exclusion
of other and less costly means. On the Continent we find very
perfect means of intercommunication. Bailways arj not relied on
as with us, but canals and Datural watercourses are developed to an
extent quite unknown in this country, and no such process as buying
up a navigation and then closing it by the imposition of prohibitive
tariffs— such as we are so familiar with — would be possible. If our
meaus of internal transport are dear, and for the most part restricted
to expensive railroads we must not forget that until within the last
few decades tbe necessity of very cheap internal transport was not
so apparent.
As you know, an agitation a few years ago resulted in the revision
and classification of railway rates, but it is doubtful whether the
existing rates can be very materially reduced. Our railways are
magnificent undertakings. A very high standard of efficiency is
insisted upon, and very properly so, by the Board of Trade in
the interests of the travelling public. But this high standard
is necessarily expensive. It, however, strikes one that it is hardly
an economical thing to send a consignment of, say, cast-iron'
African cooking-pots from Birmingham to Liverpool over the
expensive and billiard table-like roadway of the London and North
Western Railway. Neither docs American cotton require such
an easy and comfortable passage as it gets while journeying from
Liverpool to Manchester. With a view to cheapen internal transport,
and also with the idea of helping that unfortunate and long-suffering
individual the British farmer, wc passed the Light Railways Act.
This measure has not been as yet taken much advantage of. Its
benefits are somewhat discounted by the rigid nature of the regulations
affecting construction and equipment. But a light railway, although
more flexible than an ordinary railway, does not yet fully meet the
requirements of traders. You cannot take a light railway up a back
street and load the cars with goods. Its use is really confined to
country districts und to act as feeders to the trunk lines. The next
means whereby cheap internal transfort can be effected is by canals.
This question hus been most ably and exhaustively discussed by
Mr. Leslie Robinson + in his paper read before the Institute of
Mechanical Engineers. From this gentleman's figures it is evident
that this important means of transport has been sadly neglected by
us. Canal navigation, not by any means on a ship-canal basis, offers
probably the cheapest mode of transport we know of. It, however,
is limited in it-s scope. Canal navigation has never flourished in this
country from causes only tco well known, and which it is of little
use to discuss. It would seem, however, that this means of cheap'
transport is likely to be extended even by those who in the past so
foolishly and shortsightedly stilled by all means in their power this
means of transport. I am glad to see that the Leeds and Liverpool
Canal, under its very able muuagement, is becoming a most useful
object-lesson in this connection.
On the Continent, as it is often pointed out, railway rates are low
and canal navigation a fine art, and hence goods made in the heart
of Germany can successfully compete with ours. One does not see
abroad rough goods, such as pottery or metal ware, loaded on
railway trucks fitted with pneumatic brakes, carried over an expensive
roadway ; but one does see a Dutch schooner taken miles up the
country by canal to a glass factory, and women and girls load her up
with medicine and beer bottles. A few weeks afterwards you will see
that vessel in the East India Dock, occupying the berth that used to
* Excerpt of paper read before the Self-Propelled Traffic Association, at
Liverpool, on January 2St.li, by Geo. Hkruekt Little, Technical Editor of
The Automotoh and Horseless Veuiclk JolKNAI..
t Set Automotor and HoHSELESN Vehicll Joirnal, October, November,
ar.d December, lf*i*7, and January, ISiw.
Digitized by
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190
THE AUTOMOTOR AND HORSELESS VEHICLE JOURNAL.
[February, 1898.
be filled by a Blaukwall liner, and those bottles come to Liverpool.
Yet St. Helen's is not far off. Of course many causes besides low
rates operate. Longer hours, lower wages, the employment of
female labour, are important factors, We would not think of
stationing a woman at a level crossing to flag-signal an express
train, neither would we permit women to stow farm produce iu
railway trucks for conveyance to the market ; while as for employing
young women to look after very expensive and accurate machine
tools in engineers' factories — such as is the case in civilised and
Republican France and the United States, not to mention equally
civilised and monarchical Germany — it is utterly out of the question.
We should be insulting the majesty of that fetish, the British working
man, whose handicraft is so ineffably superior to, and so much more
valuable than, the brain-craft of the employer, who merely finds the
capital and the work.
We now come to consider the moans of effecting cheap internal
transport by means of automobile vehicles. The merits of this
system of intercommunication were, as you know, thoroughly
demonstrated more than 60 years ago, but, as I hare before
remarked, the question of cheap internal transport bad not the
importance it now possesses, and, besides, the merits of this system
were not appreciated by a people almost wholly given over to a
debased and discreditable horse worship. I should say that the
hostility with which so many persons in all ranks of society regard
automobile vehicles does not proceed from any dislike to the new
method of locomotion per te, but from that remanent barbaric
instinct which made our ancestors many thousands of years ago
worship the horse.
No animal has ever throughout the ages exercised such an
influence upon successive generations of mankind as the horse.
Begard for the horse, is with us a cult or involuntary worship. In
the temples devoted to this cult at Newmarket and elsewhere the
horse is studied assiduously by men and women of all classes. Theso
persons vie with each otler in their thirst for equine lore. Nearly
every daily paper — not, of course, excluding the Liverpool oneB —
retains the services of a high priest of the cult, who prophesies
d^ily. On certain festivals the cities empty themselves in order that
the. citizens — old and young, rich and poor — may witness contests
between horses. Seeing, then, how intense and deep-seated, how
universal — at least among Saxon rnces — is this veneration for the
horse, we cannot exclaim if we have rights eomewhat tardily and
grudgingly accorded to a movement which will largely relegate the
horse to an inferior position in the minds of the public.
At the time referred to the horse had then, as now, a very large
and influential army of worshippers who behaved much like the
Ephcsians of old. They went up and down the country crying,
" Great is the horse of the Englishman," and such was the political
power of these horse-worshippers that automobilism was effectually
checked and stamped out by various legislative enactments which it
is difficult to believe do not date from the Dark Ages. The effects
of this unintelligent and illiberal policy are now to be seen in the
frightfully depressed condition of the agricultural industry, farmers
complaining that heavy rates for railway carriage and the absence
of the means of cheap internal transport effectually prevent them
from growing many foodstuffs at a reasonable profit. Other effects
are to be seen in the flooding of the country by cheap und inferior
foreign-made articles. Nations no more than individuals can play
the fool without sooner or later paying the penalty. We are now
repenting for our treatment of Gurney, Hancock, and Dance.
As I do not wish to discuss historical details more than I can
help, I will not deal with the causes which led to the passing of that
belated measure the Locomotives on Highways Act of 1890. A few-
criticisms on it may be allowed, as an impression prevails that in
its way it is a fine specimen of modern legislation. I wish to
dissociate myself entirely from any such opinion. On the contrary,
I regard it as a decidedly unsatisfactory thing. The Act has been
described as ''a broad-minded and liberal measure, meeting the
necessities of the timo and giving full scope to the mechanical
instincts of our people," and so forth.
This Act was passed at the latter end of the century, when it
should have been a law 60 years ago. Instead of being a simple
measure repealing in a single sentence all and every kind of restric-
tion upon mechanical traction it is a long-winded screed written in
8 spirit of minatory permissiveness, as though the House of Commons
was not at all sure that even yet they were doing a right thing in
sanctioning anything which would detract from the value of their
favourite fetish, the horse. Throughout the Act ample scope is
afforded to local and judicial authority to gratify personal idiosyn-
crasies and prejudices, and already there have been not a few coses
of most unjudicial prejudice against automotor-vehicles displayed
by magistrates and others.
At first sight the Act apparently encourages automobilism. As a
matter of fact, while it permits the employment of light horseless
vehicles, it discourages the use of heavy ones. Thus we are limited
to a weight of 3 tons for the latter, and a maximum speed of
five miles per hour.
These limits, there is some reason to think, were fixed for the
purpose of rendering the Act inoperative. The Government took
counsel with its engineering adviser?, and it was told that it was
impossible to build an automobile vehicle that would be powerful
and strong enough to carry loads of 5 tons and upwards at
reasonable speeds on a weight of 3 tons.
This belief is very prevalent among English engineers, and I have
heard even respectable mechanical authorities say it cannot be done.
Whether the Government purposely fixed this weight as a maximum
in deference to the wishes of those who follow the cult of the horse,
and who constitute (like the brewing interest) such a powerful
majority in both Houses, for the purpose of rendering the Act
nugatory, I am unable to say 'definitely. But my ow.i conviction is
that this is the reasou of fixing upon a 3 tons' limit, and my object
to-night is to show how we can if not drive a coach and horses, at
any rate drive a heavy automobile vehicle through this Act of
Parliament.
The Act has many objectionable features, one of which is that
power to vary its provisions is entrusted to a State department. We
have only to remember the unfortunate results to the shipping
industry that have ensued as a consequence of allowing the Board of
Trade to practically vary at its will the Merchant Shipping Act by
Orders in Council to see what harm may and possibly will result from
giving these extensive powers to the Local Government Board. The
evil of this is that important alterations in executive details can be
made in deference to the wishes of a sufficiently powerful but possibly
hostile interest, and possibly also against the actnal wish of Parliament.
Another objectionable feature is that it gives very large powers to
local authorities. For my own purt, I think the less power local
authorities are entrusted with the better, because local power
invariably means the ascendency of local prejudice. Thus a county
cou icil, or other similar body, can practically, if so minded, wholly
prevent automobilism within its jurisdiction. All it has to do is
to build a weak bridge across a brook strjng enough for light
traffic and then issue a bye-law under the .Act preventing the use of
it by heavy automobiles on the ground that its use would be attended
with danger to the public. It can thus stop access to the Queen's
highway to any automobilist ; the latter having no rcdross of any kind.
Similarly a local authority can obtain power to absolutely prohibit
the use of automotors, and in many towns and districts where the
agricultural and horsey interests prevail, this power will undoubtedly
be exercised. My objection to this devolution of authority to local
bodies is that it puts power into the hands of men who are not
always qualified to exercise judicial impartiality ; with no appeal
from their decision. For instance, can we supposo tha 
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